THE
ENGINEERING JOURNAL
VOLUME 26
JANUARY-DECEMBER, 1943
[-1 -
LIBRARY -
PUBLISHED BY
THE ENGINEERING INSTITUTE OF CANADA
2050 MANSFIELD STREET
MONTREAL, QUE.
THE ENGINEERING JOURNAL
INDEX TO VOLUME XXVI
JANUARY TO DECEMBER, 1943
Page
Abstracts of Current Literature. .25, 88, 142, 211, 349, 415
467, 519, 577, 627, 683
Agreement between the Association of Professional Engineers
of Manitoba and the Institute 535
Air Transportation, J. A. Wilson 264
Aircraft, Development of Post-War, James T. Bain 606
Aircraft Manufacture, Ralph P. Bell 277
Alaska Military Highway, Brigadier-General C. L. Sturdevant 117
Correspondence 425
Alternative Fuels for Motor Vehicles, W. A. Lang 449
Discussion .. ' 454
ASME-EIC Joint Meeting in Toronto 355, 422
Tentative Programme 475
Programme 528
Report of Meeting 587
Annual General and Professional Meeting. Fifty-Seventh,
Programme 28
Report of Meeting 136
Annual General and Professional Meeting, Fifty-Eighth 423, 687
Appley, Lawrence A., Manpower Utilization in the United
States 678
Arc Welding, Electric, W. R. Stickney 62
Arch Ties Heated to Reduce Secondary Bending Stresses,
Frank E. Sterns 337
Armstrong, J. E., Railway Transportation 260
Army Regulations for Selection, Training and Rank of Tech-
nical Personnel 470
Association of Professional Engineers of Alberta 231
Association of Professional Engineers of Manitoba 535
Association of Professional Engineers of New Brunswick. ... 231
Association of Professional Engineers of Ontario 104
Association of Professional Engineers and The Engineering
Institute of Canada 568
Australian War Production, E. R. Jacobsen 408
Automotive Industry, T. R. Elliott 275
Bailey, E. G., Steam Generation for Marine and Stationary
Service in the United States. 1939-1943 673
Bain, James T., Development of Post-War Aircraft 606
Batt, William Loren, Hon. M.E.I.C 581
Bell, Ralph P., Aircraft Manufacture 277
Book Reviews 379, 434, 484
Branches, Membership and Financial Statements of 82
Branches, News of —
Border Cities 41, 102, 168, 317, 369, 432. 595
Calgary 168, 317, 480, 643
Cape Breton 373
Edmonton 369, 480, 700
Halifax 41, 169, 226, 317, 370, 644
Hamilton 102, 226, 317, 371. 644, 700
Kingston 41, 102, 228, 701
Lakehead 371, 645, 702
Lethbridge 645
London 42, 645
, Moncton 42, 371, 432
Montreal 42, 169, 227, 372, 596, 646, 703
Niagara Peninsula 44, 171, 318, 480
Ottawa 44, 103, 171, 228, 318, 433. 646
Peterborough 44, 103, 172, 230, 319, 373, 433, 481, 704
Quebec 46, 482, 647
Saguenay 172, 319, 482, 596
Saint John 103, 229, 374
St. Maurice Valley 174, 229, 483
Saskatchewan 104, 173, 230, 375. 648. 704
Sault Ste. Marie 46, 104, 173, 230, 320, 376, 433, 706
Toronto 47, 174, 230, 320, 376, 649
Vancouver 175, 320. 376, 649, 706
Victoria 707
Winnipeg 708
Cabinet Committee on Reconstruction 31, 186
Cameron, J. C, Trends in Industrial Relations 671
Cameron, Kenneth Mackenzie, Biography 149
Campbell, M. R., A Quarter Century of Steel Production at
Sydney 455
Camsell, Dr. Charles, Mineral Industries 268
Canada and the Tools of War. C. D. Howe 246
C.N.R. Terminal Development Project in Montreal
Canadian Surveys and Maps in Peace and War, F. H. Peters . .
Canada's War Production, H. J. Carmichael
Carmichael, H. J., Canada's War Production
Carrière, Major J. P., Engineer Training in Canada
Chabot, Arthur J., Painting Underwater Steel
Chemical Industry, H. McLeod
Civic Morals of Science, Clement C. Williams
Cline, C. G., Preservation of Niagara Falls — Hydraulic Aspects
of the Remedial Weir
Cochrane, H. G., Post-War Pattern
Discussion 197
Cochrane, H. G., Victory now would find us unprepared for
peace .
Page
411
556
609
609
18
341
270
515
394
187
336
530
Coes, Harold V., The Engineers' Contribution to the War
Effort in the U.S.A 148
Collective Bargaining for the Engineer 354, 633
Committee on Reconstruction, Dominion Government 31, 186
Committee on the Investigation of Long-Span Suspension
Bridges
Compulsory Labour Legislation and the Engineer
Concrete Mixes, Notes on the Design of, S. D. Lash and J.
Douglas Lee
Conservation of Resources, The Continuing Need for the,
Howard Coonley
Conserving Welding Electrodes, G. R. Langley
Construction in our National Economy, The Position of
Manufacturing and, G. R. Langley
Construction Industry in Post-War Economy, O. J. Firestone
Coonley, Howard, The Continuing Need for the Conservation
of Resources
Corporation of Professional Engineers of Quebec
Correspondence 33, 218, 307, 360, 425, 474, 530, 637
Cotton Yarn Dyeing, Robert J. G. Sehofield
Coventry, Professor A. F., Soil and Water Conservation
Cross, J. G., Iron Ore Occurrences in the Lake Superior Dis-
trict
215
354
444
616
10
513
191
616
232
691
457
194
20
Darwin, C. G., The Statistical Control of Quality 11
Days Ahead, The, Dean C. R. Young 115
DeCew Falls Development, Otto Holden 548
de Jong, S. H., A Simple Direct Method of Deriving Stirrup
Spacings in Reinforced Concrete Beams 343
Desbarats, Georges J., receives honorary degree 150
Devorss, J. W., Vibration Absorption with Structural Rubber. 509
Discussions —
Proceedings of the Session of the Institute Committee on
Industrial Relations held at the Annual Meeting 133
Proceedings of the Session of the Institute Committee on
Post-War Problems held at the Annual Meeting 186, 336
Fishway Problems on Quebec Rivers, Percy E. Nobbs .... 207
The Training and Education of Engineers, S. D. Lash .... 360
The Statistical Control of Quality 401
Alternative Fuels for Motor Vehicles, W. A. Lang 454
Dubue, A. E., receives honorary degree 151
Duperron, A.. Urban Transportation 262
Durland, I). ('., Electrical Equipment 288
D wight, T. W., The Use of Statistical Methods in Forestry. . 400
Discussion 401
East, L. A. W., Telegraph Communications 251
Education of Engineers, The Training and, S. D. Lash 199
Elections and Transfers. .36, 96, 163, 221, 311, 363, 428, 534,
586. 639, 695
Electric Arc Welding, W. R. Stickney 62
Electrical Equipment, D. C. Durland 288
Electrodes, Conserving Welding, G. R. Langley 10
Elliott, T. R., Automotive Industry 275
Employee Relations, A Scientific Approach to the Problem of,
Morris S. Viteles 126
Discussion 133
Engineer as Planner, Ralph E. Flanders 625
Engineer in the ( ivil Service, Institute Committee on the. . . . 145, 580
Engineer Training in Canada, Major J. P. Carrière 18
Engineering Features of Civil Defence, Institute Committee. .306, 355
Engineering Institute of Canada and the Provincial Associa-
tions of Professional Engineers 568
II
December. 1943 THE ENGINEERING JOURNAL
Page
Engineering Renaissance, Fraser S. Keith 303
Engineers' Contribution to the War Effort in the U.S.A.,
Harold V. Coes 148
Engineers' Council for Professional Development Committee
on Professional Training 215, 582
Annual Meeting 633
Engineers in Ordnance : . 524
Engineers in the Services 18, 214, 470, 471, 524, 531
Engineers in the Construction Industry, J. B. Stirling 293
Engineers' Wives Associations 635
Evolution of a 1300-Ton Press, R. H. Ferguson 622
Fabrication of Laminated Timber Members, Verne Ketchum.
Fairfield, H. H., Statistical Analysis of Inspection Results. . .
Farm Electrification in Manitoba
Ferguson, R. H., Evolution of a 1300-Ton Press
Financial Statements —
Of the Institute •.
Of the Branches
Firestone, O. J., The Construction Industry in Post-War
Economy
Fishway Problems on Quebec Rivers, Percy E. Nobbs
Discussion
Flanders, Ralph E., The Engineer as Planner
Forestry Problems in Reconstruction, John C. W. Irwin
Forestry, The Use of Statistical Methods in, T. W. Dwight. . .
Discussion
Gifts to the Institute
Gill, Sir Frank, Popular Exposition of the Application of
Quality Control
Glacial Drift for an Earth Dam near Fergus, Ont., An Engi-
neering Study of, Robert F. Legget
Gliddon, Claude, Painting Underwater Steel
Gohier, Ernest, Highways
Goodspeed, F. G., Public Works
Hall, J. G., Steam Power
Handling Large Capacity Transformers, Herbert L. Wagner.
Heating of Dwellings, Huet Massue
Hertzberg, Major-General C. S. L., Military Engineering. . . .
Highways, Ernest Gohier
Hogg, Dr. T. H., Ottawa River Power Sites Agreement
Holden, Otto, DeCéw Falls Development
Howe, C. D., Canada and the Tools of War
Imperial Army, R.E.M.E
In Retrospect
Industrial Relations Executive in Company Management,
The Role of the, Bryce M. Stewart
Discussion
Industrial Relations, Institute Committee on
Industrial Relations, Trends in, J. C. Cameron
Inspection Results, Statistical Analysis of, H. H. Fairfield. . .
Institute Committee on Engineering Features of Civil Defence.
Institute Committee on Industrial Relations
Institute Committee on Post-War Problems
Institute Committee on the Engineer in the Civil Service . .
Institute Prize Winners, Biographies
Institution of Electrical Engineers
Iron Ore Occurrences in the Lake Superior District, J. G. Cross
Irwin, John C. W., Forestry Probliems n Reconstruction. . . .
58
492
347
622
72
82
191
202
207
625
195
400
401
525
13
502
341
296
291
281
210
404
244
296
334
548
246
147
298
122
133
92, 122
671
492
306, 355
92, 122
186
144, 580
157
94
20
195
408
Jacobsen, E. R., Australian War Production
Jacobsen, E. R., Letters from Washington. .33, 95, 306, 356,
472, 527, 583, 636, 690
Jamieson, William, Design and Construction of Scanlon Dam,
B.C 4
James Committee . . .• 31, 1£6
James Watt International Medal 216
Joint Meeting ASME-EIC 355, 422
Tentative Programme 475
Programme 528
Report of Meeting 587
Keith. Fraser S., An Engineering Renaissance 3C3
Kellogg, Paul, Pulp and Paper 272
Kennedy, William, Jr., Biography 93
Ketchum, Verne, Fabrication of Laminated Timber Members 58
Killikelly, Desmond, Steel 279
Laidlaw, Robert Everett, Appointed to the Bench 217
Laminated Timber Members, Fabrication of, Verne Ketchum 58
Lang, W. A., Alternative Fuels for Motor Vehicles 449
Discussion 454
Langley, G. R., Conserving Welding Electrodes 10
Langley, G. R., The Position of Manufacturing and Construc-
tion in our National Economy 513
Lash, S. D., Notes on the Design of Concrete Mixes 444
Lash. S. D., The Training and Education of Engineers 199
Discussion 360
LeClair, W. J., Lumber Industry 294
Page
444
334
502
708
294
248
Lee, J. Douglas, Notes on the Design of Concrete Mixes. . . .
Lefebvre, Dr. O. O., Ottawa River Power Sites Agreement. .
Legget, Robert F., An Engineering Study of Glacial Drift for
an Earth Dam near Fergus, Ont
Library Notes. . . .48, 105, 176, 233, 322, 378, 434, 486, 539, 597,
650
Lumber Industry, W. J. LeClair
Mackenzie, C. J., National Scientific Research
Mackintosh, W. A., International Aspects of Post-War
Problems 676
MacMorland, Brig.-Gen. E. E., Weapon Maintenance in
Battle 620
Manitoba Electrification Enquiry Commission, Summary of
Findings and Recommendations 347
Manpower Utilization in the United States, Lawrence A.
Appley 678
Manufacture and Construction in our National Economy,
The Position of, G. R. Langley 513
Maps in Peace and in War, Canadian Surveys and, F. H.
Peters 556
Marr, Norman, Preservation of Niagara Falls, The Problem
in General 390
Massue, Huet, Heating of Dwellings 404
Maxwell, Colonel R. B., Royal Electrical and Mechanical
Engineers 464
Mclntyre, R. B., Some Design Features of the Mosquito
Aeroplane 658
McLeod, H., Chemical Industry 270
McNaughton, A. G. L., Hon. Mem. A.S.M.E 582
Meek, Victor, Water Power Development 284
Meetings of Council. .35, 95, 159, 218, 308, 361, 426, 532, 584, 638, 693
Membership of Branches .
Message from the President, K. M. Cameron
Metallizing in Maintenance Work, R. S. Tuer
Military Engineering, Major-General C. S. L. Hertzberg. . . .■
Mineral Industries, Dr. Charles Camsell
Morrison, Carson F., Modern Timber Engineering
Mosquito Aeroplane, Some Design Features of the, R. B.
Mclntyre
National Construction Council
National Research Council Serves War Departments
National Scientific Research, C. J. Mackenzie
National Selective Service
Newly Elected Officers of the Institute, Biographies
News of Other Societies 104, 176, 231,
Niagara Falls, Preservation of, Norman Marr and C. G. Cline
Nobbs, Percy E., Fishway Problems on Quebec Rivers
Discussion
Obituaries —
Adams, Dr. Frank Dawson
Aggiman, Jacques Nessim
Allison, John Logie
Archibald, Ernest M
Baker, James Davidson
Buckley, Rex Elmer
Burnett, Francis Charles Edward
Campbell, G. J. William
Clark, George Silas . . . . ,
Colhoun, George Andrews
Condon, Frederick Oxley
Cornish, Wilfred Ernest
Crowley, Charles James
Farquharson, Stanley
Fetterly, Philip Austin
Flahault, Jean
Harkness, Dr. A. H
Harrington, Conrad Dawson
Harrington, John Lyle
Hole, John
Howse, George Wesley
Jackson, John Herbert
Kennedy, William
Kugel, Emil
Lamer, Chester Waters
Libby, Philip N
Livingstone, Robert
MacKinnon, John George . . .
Main, Daniel Todd
Matheson, Arthur John
McBride, W. G
Nicholscn, John B
Nowlan, Brete Cassius
Ord, Lewis Redman
Pacy, Ernest Harold
P:iine, Nathan Deane
Pollev, Edward Victor
Shanly, James
Souba, Will'am Henry
Stead, Geoffrey
82
113
345
244
268
560
658
357
61
248
30
152
596
390
202
207
40
99
225
99
478
40
166
316
478
593
166
699
368
699
478
593
167
100
225
478
479
40
167
594
225
700
368
40
594
479
539
594
594
368
479
225
431
100
41
642
THE ENGINEERING JOURNAL December, 1943
III
Obituaries — Continued
Stockett, Lewis
Sutherland, Alexander
Symes, Cyril Barron
Taylor, Charles
Walton, Frederick Stanley
Wilson, LeRoy Z
Wingfield, Harold Ernest
Officers of the Institute, Newly Elected, Biographies
Olive, Gordon W., Radio Communications
Ottawa River Power Sites Agreement
Our Stake in the Peace, William E. Wickenden
Owen, H. G., Telephone Communications
Page
100
431
369
100
41
643
101
152
255
334
460
253
Claude Gliddon and Arthur J.
Painting Underwater Steel
Chabot 341
Parker, James W., The Spirit of a People 23
Personals 38, 97, 164, 222, 313, 364, 429, 476, 537, 691, 640, 697
Peters, F. H., Canadian Surveys and Maps in Peace and War . 556
Post- War Aircraft, Development of, James T. Bain 606
Post-War Pattern, H. G. Cochrane 187
Discussion 197, 336
Post-War Problems, Institute Committee on 186
Post-War Problems, International Aspects of , W. A. Mackintosh 676
Post-War Reconstruction 186
Discussion 197, 336, 474
Preliminary Notice. .51, 109, 177, 236, 325, 381, 438, 487, 542,
600. 652, 710
Preservation of Niagara Falls, Norman Marr and C. G. Cline 390
President's Visit to Quebec Branches 363, 422
President's Visit to the Maritimes 214, 304
President's Visit to the West 525, 632
Prize Awards, 1943 424
Production Paces the War, Charles E. Wilson 613
Professional Personnel in the Services, The Status of. . 214,
470, 471, 524, 531
Provincial Associations of Professional Engineers and The
Engineering Institute of Canada 568
Public Works, F. G. Goodspeed. 291
Pulp and Paper, E. Howard Smith and Paul Kellogg 272
Quality Control, Popular Exposition of the Application of,
Sir Frank Gill 13
Radio Communications, Gordon W. Olive 255
Railway Transportation, J. E. Armstrong 260
Recent Graduates in Engineering 424
Reconstruction, Cabinet Committee on 31, 186
Remedial Dams, St. Lawrence River Control and Remedial
Dams — Soulanges Section, M. V. Sauer 661
Remuneration of Engineers in Government Service 145, 580
Report of Council for the Year 1942 67
Reports from Branches 78
Role of the Industrial Relations Executive in Company
Management, Bryce M. Stewart 122
Discussion 1 33
Royal Electrical and Mechanical Engineers. . 147, 358, 418, 524, 531
Royal Electrical and Mechanical Engineers, Colonel R. B.
Maxwell 464
St. Lawrence River Control and Remedial Dams — Soulanges
Section, M. V. Sauer 661
Sauer, M. W., St. Lawrence River Control and Remedial
Dams — Soulanges Section 661
Scanlon Dam, B.C., Design and Construction of, William
Jamieson 4
Schofield, Robert J. G., Cotton Yarn Dyeing 457
Scientific Approach to the Problem of Emplovee Relations,
Morris S. Viteles 126
Discussion 133
Simple Direct Method of Deriving Stirrup Spacings in Rein-
forced Concrete Beams, S. H. de Jong 343
Smith, E. Howard, Pulp and Paper 272
Page
Soil and Water Conservation, Professor A. F. Coventry 194
Spirit of a People, James W. Parker 23
Statistical Analysis of Inspection Results, H. H. Fairfield. . 492
Statistical Control of Qualitv, C. G. Darwin 11
Statistical Control of Quality, H. H. Vroom and T. W. Dwight. 398
Discussion 401
Statistical Inspection in the Telephone Industry, Application
of, H. H. Vroom 398
Discussion 401
Statistical Methods in Forestry, The Use of, T. W. Dwight ... 400
Discussion 401
Steam Generation for Marine and Stationary Service in the
United States, 1939-1943, E. G. Bailey 673
Steam Power, J. G. Hall 281
Steel, Desmond Killikelly 279
Steel Production at Sydney, A Quarter Century of, M. R.
Campbell 455
Sterns, Frank E., Transit Shed with Concrete Roof Arches. . . 337
Stewart, Bryce M., The Role of the Industrial Relations
Executive in Company Management 122
Discussion 133
Stickney, W. R., Electric Arc Welding 62
Stirling, J. B., Engineers in the Construction Industry 293
Stirrup Spacings in Reinforced Concrete Beams, Simple
Direct Method of Deriving. S. H. de Jong 343
Sturdevant, Brig.-Gen. C. L.. The Alaska Highway 117
Correspondence 425
Suspension Bridges, Committee on the Investigation of Long-
Span 215
Telegraph Communications, L. A. W. East 251
Telephone Communications, H. G. Owen 253
Telephone Industry. Application of Statistical Inspection in
the, H. H. Vroom 398
Discussion 401
1300-Ton Press, Evolution of a, R, H. Ferguson 622
Timber Engineering, Modern, Carson F. Morrison 560
Timber Members, Fabrication of Laminated, Verne Ketchum 58
Toronto Joint Meeting of the ASME and the EIC 355, 422
Training and Education of Engineers, S. D. Lash 199
Discussion 360
Transformers. Handling Large Capacity, Herbert L. Wagner. 210
Transit Shed with Concrete Roof Arches, Frank E. Sterns. . . 337
Tuer, R. S., Metallizing in Maintenance Work 345
Liban Transportation, A. Duperron 262
Vaughan, Henry Hague — a Memorial 35
Vibration Absorption with Structural Rubber, J. W. Devorss. 5C9
Viteles, Morris S., A Scientific Approach to the Problems of
Employee Relations 126
Discussion 133
Vroom, H. H., Application of Statistical Inspection in the
Telephone Industry 398
Discussion 401
Wagner, Herbert L., Handling Large Capacity Transformers. 210
Walton. N. B., Wartime Traffic 258
Wartime Bureau of Technical Personnel. .215, 473, 517, 524, 632, 689
Wartime Traffic, N. B. Walton 258
Washington Letter, E. R. Jacobsen . . 33. 95, 306, 356, 472, 527,
583, 636, 690
Water Power Development, Victor Meek 284
Weapon Maintenance in Battle, Brig.-Gen. E. E. MacMorland 620
Webster, Professor F., Honorary Membership 92
Wickenden, William E., Our Stake in the Peace 460
Williams, Clement C, The Civic Mornls of Science 515
Wilson, Charles E., Production Paces the War 613
Wilson, J. A., Air Transportation 264
Wright, L. Austin, receives honorary degree 151
Young, Dean C. R., receives honorary degree 305
Young, Dean C. R.. The Days Ahead 115
IV
December, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, JANUARY 1943
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
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2050 MANSFIELD STREET - MONTREAL
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PUBLICATION COMMITTEE
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CONTENTS
BRIDGING BY ROYAL CANADIAN ENGINEERS Cover
Canadian Army Photo
DESIGN AND CONSTRUCTION OF SCANLON DAM, B.C 4
William Jamieson, M.E.I.C.
CONSERVING WELDING ELECTRODES 10
G. R. Langley, M.E.I.C.
WAR PRODUCTION PROBLEMS
GENERAL INTRODUCTION 11
C. G. Darwin
POPULAR EXPOSITION OF THE APPLICATION OF QUALITY;
CONTROL 13
Sir Frank Gill
ENGINEER TRAINING IN CANADA 18
Major J. P. Carrière, S.C., R.C.E., M.E.I.C.
IRON ORE OCCURRENCES IN THE LAKE SUPERIOR DISTRICT . 20
/. G. Cross
THE SPIRIT OF A PEOPLE 23
James W. Parker
ABSTRACTS OF CURRENT LITERATURE 25
FROM MONTH TO MONTH 30
PERSONALS 38
Visitors to Headquarters 39
Obituaries 40
NEWS OF THE BRANCHES 41
LIBRARY NOTES 48
PRELIMINARY NOTICE 51
EMPLOYMENT SERVICE 53
INDUSTRIAL NEWS 54
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1942
PRESIDENT
C. R. YOUNG, Toronto, Ont.
•pbGASPE BEAUBIEN, Montreal, Que.
•K. M. CAMERON, Ottawa, Ont.
•H. W. MoKIEL, SackvUle, N.B.
tJ-
•A.
fS.
to.
•D
•J.
•I.
•J.
•J.
tF.
•8.
E. ARMSTRONG, Montreal, Que.
E. BERRY, Toronto, Ont.
G. COULTIS, Calgary, Alta.
L. DICKSON. Moncton, N.B.
. S. ELLIS, Kingston, Ont.
M. FLEMING. Port Arthur, Ont.
M. FRASER, Saskatoon. Sask.
H. FREGEAU, Three Rivers, Que.
GARRETT, Edmonton, Alta.
W. GRAY, Sydney, N.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.
•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, Walker ville, 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 {For 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
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. dbHART
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. Itulton PrUe
A. L. CARRUTHERS, Chairman
E. W. IZARD
H. N. MACPHERSON
Zone B (Province of Ontario)
John Calbraith Prise
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 Prise (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
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. 0. LEFEBVRE
X 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
J. M. DAVIDSON
R. S. EADIE
E. V. GAGE
L. GAGNON
G. A. GAHERTY
R. J. GIBB
A. GRAY
J. GRIEVE
Chairman
J. L. LANG
R. F. LEGGET
I. P. MACNAB
J. A. McCRORY
H. J. McEWEN
C. B. MUIR
W. H. MUNRO
G. McL. PITTS
C.J.PORTER
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 A. M. REID
E. G. HEWSON W. J. W. REID
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. PITT8
D. C. TENNANT
January, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), E. M. KREBSER
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont.
CALGARY
Chairman,
Vice-Chair
Executive,
H. J. McEWEN
J. G. MacGREÛOR
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
Œx-Officio), F. W. GRAY
See.-Treaê., S. C. MIFFLEN,
fiO Whitney Ave., Sydney. N.S.
EDMONTON
!
Chairman,
D. HUTCHISON
Vice-Chair.,
C. W. CARRY
Executive,
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,
A. E. FLYNN
Executive,
G. T. CLARKE D. C. V. DUFF
G. J. CURRIE L. E. MITCHELL
J. D. FRASER P. A. LOVETT
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B. STEWART
K. L. DAWSON
(Ex-Officio), J.
Sec.-Treas.,
S. W. GRAY,
Wartime Bureau of Technical^
Personnel, 84 Hollis Street,
Halifax, N.S.
HAM 1 I/JON
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.
T.
KINGSTON
Chairman,
Vice-Chair., P.
Executive, V.
K.
K.
A.
(Ex-Officio), G.
D.
Sec.-Treas., R.
A. McGINNIS
ROY
R. DAVIES
H. McKIBBIN
M. WINSLOW
H. MUNRO
G. M, CARR-HARRIS
S. ELLIS
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. 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,
(Ex-Officio),
Sec. Treas.,
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.
E. B. MARTIN
G. C. TORRENS
H. W. McKLEL
, 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
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
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.,
Chairman,
A. R. DÉCARY
RENÉ DUPUIS
Vice-Chair., E. D. GRAY-DONALD
Executive, S. PICARD G. ST-JACQUES
L. GAGNON A. E. PARÉ
G.W.WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
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,
Vice-Chair.
Executive,
(Ex-Officio)
Acting
Sec.-Treas.,
VIGGO JEPSEN
J. H. FREGEAU
E. BUTLER R. D. PACKARD
A. C. ABBOTT
R. DORION
H. J. WARD
E. T. BUCHANAN
J. JOYAL
H. G. TIMMIS
A. H. HEATLEY
VIGGO JEPSEN,
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
(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
A. E. BERRY
H. E. BRANDON
Sec.-Treas., S. H. deJONG
Dept. of Civil Engineering,
University of Toronto,
l Toronto, Ont
T. H. HOGG
N. MacNICOL
J. J. SPENCE
VANCOUVER
Chairman, W. N. KELLY
, T. V. BERRY
J. P. FRASER
Vxce-Chair.,
Executive,
H. Pi ARCHIBALD
R. E. POTTER I. C. BARLTROP
E. S. JONES H. J. MacLEOD
(Ex-Officio), W. O. SCOTT
■ H. N. MACPHERSON
Sec.-Treas., P. B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
VICTORIA
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.
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.
THE ENGINEERING JOURNAL January, 1943
DESIGN AND CONSTRUCTION OF SCANLON DAM, B.C.
WILLIAM JAMIESON, m.e.i.c.
Field Engineer, Powell River Company Limited, Powell River, B.C.
Paper presented before the Vancouver Branch of The Engineering Institute of Canada,
at Vancouver, B.C., on October 22nd, 1942
This dam was recently built to supply additional power to
the large paper and pulp manufacturing plant of the Powell
River Company Limited, at Powell River, 80 miles up the
coast from Vancouver, B.C., and is situated about 16 miles
S.E. from the paper plant.
The dam derives its name from one of the pioneer
directors of the Powell River Company. Before proceeding
with a description of its construction, brief reference will
be made to the hydroelectric developments of which it
forms a part, and the circumstances leading to its present
construction.
The only source of hydro power available for operation
of the paper mills at Powell River, up to 1930, was the
Powell lake watershed, an area estimated at approximately
580 sq. mi., the run-off from which was utilised to the
maximum of its economic development by a turbine plant
capable of developing approximately 51,000 h.p. The
power developed from this source is used partly for mechan-
ical power which drives the grinders for making ground-
wood pulp, and partly for conversion to electrical power
for the operation of the paper and numerous other machines
and tools necessary for pulp and paper manufacture. The
hydroelectric plant consists of four generators of a total
capacity of 21,000 kva.
In 1929, demands for greater production made it neces-
sary to find a further source of power, and the water
rights for the adjoining watershed to the south draining
into the Lois and Pasha Lakes were obtained.
This Lois river development 13 miles by air line and 17
miles south by road from Powell River, takes its supply
from a chain of lakes known as the Lois or Gordon Pasha
Chain. The three main lakes actually included in the
reservoir are the Lois, Gordon Pasha, and Khartoum Lakes.
North of these is a mountainous country from which they are
fed by streams from Horseshoe, Nanton, Dodd, Lewis and
Windsor Lakes, and from other lakes at higher levels, two
of the higher lakes having recently been added to those
accessible to fishermen by the construction of roads for
logging operations.
Studies of this potential source of power were greatly
facilitated by surveys that had been carried out for a series
of years by the Surveys and Engineering Branch of the
Department of Mines and Natural Resources, and the
Water Rights Branch, of the Provincial Lands Department,
and the economical capacity of the development was found
to be 27,000 h.p., continuous delivered at Powell River, or
31,800 h.p. on a mill-day basis.
Fig. 1 — Power house and surge tank at Scow Bay.
The total storage capacity when the dam is finally
completed will be about 450,000 acre-feet, and the drainage
area is estimated at 184 sq. mi.
The additional power required for certain extensions of
the plant at Powell River contemplated in 1930, amounted
to 16,000 h.p. or about half the available capacity of this
potential development. For economic reasons it was
decided to construct a temporary log dam across the Lois
River, which could later serve as a coffer-dam during the
building of a permanent concrete dam.
In order to ensure that the site selected for the per-
manent dam was suitable and to have its location definitely
determined, a thorough examination of the site was made
by stripping the overburden except for the river bed, and a
short length near the top, and a considerable amount of
exploration work was also done by drilling.
Dr. Victor Dolmage, m.e.i.c., of Vancouver, was called in
to examine the geological features, and in his report he
described the rock as granodiorite or quartz — diorite of a
geological formation known as the Coast Range batholith,
and he concluded that this would prove a satisfactory
formation for a dam structure. Later this opinion was
confirmed when all fractured and weathered rock had been
removed.
With the site of the permanent dam approved, the
location of the mile-long tunnel which with the connecting
penstocks conveys the water to the power house could then
be determined, and the construction of the initial develop-
ment was started in 1930.
This work consisted of a log crib dam which formed a
reservoir of 72,000 acre-feet, with a head of 350 ft. above
tail water and allowed for a continuous usage of 730 cu. ft.
per sec.
The water was delivered through a wood stave penstock
10 ft. dia. and 2,726 ft. long, which extended from the log
dam to a point a short distance behind the site selected for
the permanent dam. From this point the water was con-
veyed through a reinforced concrete penstock 12J/£ ft. dia.
for a distance of 776 ft. to a tunnel 5,851 ft. in length. From
the lower end of the tunnel a steel penstock 2,591 ft. in
length and varying from 12 to 11 ft. in diameter, connects
with two 1% ft. branches leading to the power house at
tidewater on Scow Bay. (See Fig. 1).
The log dam and wood penstock were regarded as being
but temporary structures, but the remainder of the instal-
lation including the power house with an 18,000 kva.
generator, and the surge tank, perhaps one of the most
conspicuous landmarks on the Coast were all designed and
built as part of the permanent development. The size and
height of the surge tank are notable. It is of the Johnson
differential type, 30 ft. in dia. and 187 ft. high, carried by
a pedestal 121 ft. in height. The tank was designed to
function with the log dam whose crest is at Elev. 450 and
later with the concrete dam, with crest at Elev. 522.
The Johnson valve for the second generator was also
installed and provision was made in the power house for
this second generator but this has not yet been obtained.
Due to the deterioration of the wooden structures, after a
lapse of nine years, more particularly the head gate section
of the dam and the penstock saddles which were attacked and
badly damaged by rot and termites, the necessity of
making replacements and repairs had to be considered.
In view of the large expense involved, and the fact that
the permanent dam might soon be required, it was decided
to put the money that would have to be expended on
repairs into permanent construction, and to build the
January, 1943 THE ENGINEERING JOURNAL
concrete dam to Elev. 502 with a spillway at Elev. 490, 40
ft. higher than the log dam. Only the section carrying
the headgate and headgate machinery was to be built up
at once to the full height, Elev. 522.
Design Features
A comparison was made of the cost of different types of
dams, and the variable-radius arch design was selected, this
being found to be the most suitable and economical type
for the site.
In this design, radii vary with the height and the radii
of the extrados are struck from centres different from those
of the corresponding intrados. The object of this design is
to produce the maximum strength with the minimum
amount of material. When the dam is loaded and tends to
deform, besides the axial compressive stresses, tensile
stresses tend to develop in varying degrees at varying
distances from the centre due to shrinkage and other
causes, and to take care of these stresses without using
reinforcing steel, the variable radius arch design was
developed. It is covered by U.S. patents, and while the
validity of some of these patents is open to question, the
Powell River Company deemed it advisable to pay certain
fees on this account, rather than to risk becoming involved
in possible litigation. A plan of the dam is shown in Fig. 2.
The limiting stress used in the design was 700 lb. per sq.
in.
The main dimensions of the dam are :
Length of crest 680 ft.
Length of thrust block 115 ft.
Length of wing wall 187 ft.
Total length 982 ft.
Radial thickness at top .... 8' 0" (10' 0" over parapet
walls)
Radial thickness at bottom . 37' 0"
Maximum height 205' 0"
The concrete crest at Elev. 502 has been temporarily
surmounted with wooden flash-boards 7 ft. in height.
The wing wall was provided to guide the waste water to a
point below the dam before permitting it to fall into the
river, this being done to avoid excessive erosion of the bank
carrying the penstock between the dam and the tunnel.
When the dam is raised to its full height an extension in a
radial direction from the thrust block at the west end will be
provided with five Taintor gates 20 ft. wide and 21 ft. deep
and one Taintor gate 10 ft. wide and 10 ft. deep to pass
trash and small discharges.
With a view to facilitating contraction and cooling of the
& ■ ■ ■ »
/>
X\$<
Fig. 2 — Plan of variable-radius concrete dam on Lois River
showing layout of dam and wing wall.
THE ENGINEERING JOURNAL January, 1943
concrete the dam was divided into sections by radial lines
approximately 40 ft. apart and as each of these sections
formed one continuous pour, with the time between succes-
sive pours set at 72 hours, the structure was virtually built
up with a number of arched blocks keyed together on radial
lines. (See Fig. 3).
The keys on section lines are 2 ft. 6 in. by 1 ft.
Water Stops
Vertical copper water stops formed from 20 in. wide
copper sheets weighing 3 lb. per ft. were located near the
upstream face of every construction joint. The various
sections of these stops are riveted and brazed together,
making them continuous from top to bottom, with the
bottom buried in the concrete, below the start of the
construction joints. (See Fig. 4).
Horizontal stops of H2 in. galvanized iron weighing 1.5 lb.
per sq. ft. were set four inches in the concrete and projecting
four inches to join with the next pour. The different sections
of iron are riveted together and also riveted at the ends to
the copper stops. The joints also soldered to make them
watertight.
To provide for the passage of water through the dam
while the closure was being made, a 6 ft. dia. culvert was
incorporated in the dam as seen in Fig. 3. The ends of this
culvert were afterwards plugged, and the culvert filled and
sealed with concrete, poured down through 8 in. dia. pipes
that had been carried up from the soffit of the culvert for
this purpose.
Form' of Contract
The form of contract decided upon provided for a fixed
fee, covering all the work specified.
The contractor supplied all personnel, material and
equipment necessary for the work, subject to the approval
of a duly appointed representative of the company.
A fixed monthly sum for the rental of certified equipment
was stipulated, and the payment of this rental was for a
definitely stated period, based on the estimated time for
completion, and regardless of whether it would be required
for a longer or shorter time.
The salaries of the manager and superintendent were also
limited to a fixed time, so that there was ample incentive
to get the work completed within the scheduled period.
The contractors also took over the operation of the
Company's Stillwater railway and wharf, which they used
for bringing in supplies, and for hauling logs, freight and
passengers in connection with logging operations on the
lakes.
The contract covered all phases of the work, with the
exception of the provision of drawings for the actual dam
structure and appurtenances, which were supplied by the
Powell River Company. No penalties were specified, but
Fig. 3 — General view of west side of dam showing entry gate
section, culvert, and method of pouring successive sections.
the company reserved the right to take over the work if not
satisfied with the conduct of the work or the progress made
by the contractor.
The contract having been duly signed, a progress schedule
was drawn up in detail, modifications being made from time
to time as found advisable or necessary. Generally, except
where changes were due to change of policy such as speeding
up the work by extra night shifts, the schedules were closely
adhered to and were of great value in planning for deliveries
of equipment and materials.
Setting Out
Setting out on the ground a structure of this kind
naturally involved a large amount of instrument work, and
calculating machines were kept busy for many weeks to
provide data required for the field work.
The first thing to be done was to establish the centre line.
On this line were located the centre of the curve for the
elevation of the top of the dam, and the focal point of the
radii of the construction joints. This central point, when
determined, was marked on an iron belt set in concrete and
duly referenced. As the work proceeded the value of being
able to readily pick up the centres of the various curves
became obvious and all these were marked on 10 by 10
timbers well secured, extending down the centre line.
On the drawings supplied for the work one common point
for each construction joint was given with the radius and
angle to it, measured from the centre line at Elev. 522.
From these points all subsequent angles were calculated and
the distances to the sides of the dam at the various eleva-
tions. As the line of the bulkhead for each construction
joint was the same as the downstream radius produced
through these common or locus points, the bulkheads had
to follow the radial line for each 10 ft. in elevation, and they
were distorted and twisted to gain this effect, as shown in
Fis-4-
The most practical way of establishing the locus points
for each 10 ft. lift or difference in elevation was found to be
by means of ordinates from parallel lines established on
either side of the canyon, high enough up to be above the
top of the dam, and far enough away not to be disturbed.
Fortunately the topography of the district made this easy.
With the locus points determined, the curves for the
extrados and intrados could be run. This procedure in
theory appears to be quite simple, but it often happens that
in laying out work numerous difficulties are encountered
which have to be dealt with as they crop up; the laying out
of a variable arch dam is no exception.
In order to keep track of the excavation work, cross
sections were taken at close intervals. These levels and
cross sections formed a grid over the entire foundation area ;
a number of points were marked beyond this area, so that
the grid at any point could be readily re-established. In
laying out and re-establishing these grid lines, some
ingenuity was needed as some of the places marked were on
unscalable and overhanging cliffs.
The next problem was to establish the outline of the
foundations of the dam at each and every elevation so that
the excavation, which was for the most part rock, could be
taken out the correct width and no wider.
The dust from the rock drills and the blasting made the
use of crayon or stakes a waste of time, so lines for the front
and back of the dam were run in and painted on the surface
of the rock. These curves referred only to the lines of the
dam at a particular elevation, and it was also found neces-
sary to paint the contour lines at 5 ft. intervals on the rock
walls of the canyon. Starting at Elev. 372 all contour lines
at elevations ending in the figure two were painted red and
at those ending in seven, white.
The heights of the various contour lines were marked
with twelve-inch figures wherever possible on the smooth
surface of the rock, and were plainly visible from either side
of the canyon. The painted contour lines were about 60 ft.
in length, extending well beyond the limits of the excavation.
January, 1943 THE ENGINEERING JOURNAL
As the rock work spread out and gangs were set to work
at different elevations, a colour scheme was also devised to
mark out the excavation required between any two con-
tours, and for this purpose six different paints and com-
binations of them were used. For example between contours
437 and 447 the limits of the excavation would be marked
with blue paint, between 427 and 437 with yellow, etc.
Actually these lines were continually being obliterated, but
enough of them were usually left to enable the others to be
readily re-established.
The centre section or river bottom was excavated in three
sections, and the bed-rock was found to be about 50 ft.
below the stream bed. The true curve was staked out, and
the timbered shafts were sunk a little wider than called
for. The curve was then marked out on the top timber.
This brief description of the work of setting out will serve
to indicate the methods adopted, which, were found to be
satisfactory. It is not necessary to enlarge on the many
difficulties that are incidental to such work, when carried
out among swinging derricks, rushing trains and trollies,
and dripping cement. There were also the smoke and heat
caused by rubbish fires and boiler settings, the infernal din
of air driven tools and machinery, and the movements of
some 300 men working in the confined area in which these
operations had to be done.
Our contractors were fortunately able to obtain for us
the services of a very capable man for this setting out work.
Excavation
As previously stated the overburden had been removed
over most of the site, and with the exception of the river
bed practically all the excavation was rock work. A com-
pressed air plant was installed, comprising one Worthington
compressor, one portable Diesel and one gazoline com-
pressor.
Excavation work was started in May, 1940, on the west
side, all broken and fractured rock being removed down
to bed-rock. The work was arranged as far as possible so
as to avoid having to work in the river bed at the time
when flood conditions would normally be expected.
Favourable weather conditions and some regulation of
discharge and wastage enabled the work to proceed without
any serious interference throughout the winter and spring
run-off seasons. This regulation was effected by controlling
the discharge from the Horseshoe Lake dam, by manipulat-
ing flashboards on the log dam, and by the opening and
closing of the second Johnson valve at the power house,
when it became expedient to do so.
The first section to be carried down to any depth, was the
bank on the east side, on which the penstock rested. As it
was necessary to keep the generator in operation, special
precautions had to be taken to hold the penstock (a 10 ft.
dia. wood pipe) in position, while the ground under it was
removed. A Howe truss was built to carry this, the ends of
the truss resting on sills at either end of the cut. Before the
work had progressed very far, the ground at one end of this
truss, shewed signs of giving way, and it then became
necessary to carry down a shaft to bed-rock, and to build
concrete reinforced piers to support the truss. These
concrete piers were afterwards incorporated in the body of
the dam.
To keep the excavations dry the following pumps were
used. One deep well pump capable of delivering 1,400 U.S.
gal. per min., with another of 225 U.S. gal. per min., two
hand pumps, and three No. 7 sludge pumps. There was also
a system of well points which was moved down as the
work progressed and proved very satisfactory. The well
points consisted of 2 in. dia. steel pipes, drawn to a point
at the lower end and drilled with entrance holes which
were protected by copper mesh screens. Several of these
points, spaced about 5 ft. or other convenient distance
apart, were driven about 20 ft. into the gravel, and the
upper ends were connected six-inch headers. The water was
then drawn up by a special set of pumps supplied by the
Moretrench Company, the manufacturers of the points.
As the excavation became deeper, the points or another set
were driven or worked down into the gravel ahead of the
excavation, to bed rock in the river bed.
For breaking up the ground to enable it to be loaded into
skips, clay diggers operated by compressed air were found
to be very useful.
Concrete
When the original estimates for the dam were being
considered, naturally the question of the concrete mix, and
particularly the cement content was discussed. It was
noted that similar structures in the United States, American
engineers had been using one American barrel (376 lb.)
per cu. yd.
A review of published records indicated that with proper
control, low water-cement ratio, proper grading and the
use of vibrators, satisfactory results could be expected if
this same cement content were used, and the estimates were
made on this basis.
The grading of aggregates was also carefully considered,
and it was decided that the maximum size of coarse aggregate
should be 4 in., that the gravel should be segregated into
three gradings and combined at the mixer, and that the
fineness modulus should be very close to 3.0, with a slump
varying from 13^ to 3 in.
Washed sand and gravel for the concrete aggregate, came
from Howe Sound, and was shipped by scow to Stillwater,
where it was unloaded into hoppers. From there it was
transported by rail to the dam site in 5 cu. yd. dump boxes
mounted on flat cars, with four-car trains carrying 60
cu. yd. per trip. At the dam a spur track built over the
aggregate bins permitted dumping directly from the cars.
Fig. 4 — Construction joint, showing water stops and distortion
or twisting of bulkheads.
THÉ ENGINEERINGPJOURNAL January,*1943
Total storage capacity was 574 eu. yd. in five bins of which
two were used for sand and one each for the gravel, in
gradings of 4 to IK in., IK to 1 in., and 1 to 34 in. From
these bins, the aggregate was carried on an 18-in. conveyor
belt to bins above the mixing plant with a capacity of 400
cu. yd.
Cement was unloaded from the ships at Stillwater dock,
and was transported on a 14-in belt conveyor to sheds on
shore having a storage capacity of 16,000 sacks. From there
it was carried in box cars to the dam site, and emptied into
a silo, having a capacity of 2,500 sacks. From the silo it was
conveyed by a 14-in. belt up to a 50-sack hopper built into
the weighing house, above the mixing plant.
Cement batches were weighed manually in a hopper on a
platform scale and dumped when required into eight-inch
pipes, which ran down to the charging hoppers. Here were
three Smith tilting type mixers, one of which was IK
cu. yd. and the other two were 1 cu. yd. capacity. The mixed
concrete was delivered by means of three narrow-gauge
tracks, running from the mixing plant, to points which
could be reached with concrete buggies or derricks. These
are shown in Fig. 5.
The wing wall, thrust block and sections A and B of the
arch, were placed by using buggies. The majority of the
arch sections were placed directly with derricks, and the
balance was placed by using derricks and then buggies.
The buckets used were of 2 cu. yd. capacity, and designed
as a conical hopper with a gate in the bottom 12 by 24 in.
They discharged low slump concrete with practically no
segregation.
Two vibrators were used. The larger, which was the more
satisfactory, was a Chicago Pneumatic No. 518, and the
smaller which was used along the forms was a No. 417 of
the same make.
Macdonald & Macdonald, Testing Engineers, were in
charge of concrete control. They designed the mixes and
made all field and laboratory tests.
The original mix for mass concrete was:
Cement 370 lb.
Sand.. 1,135 1b.
Gravel 34 in. - 1 in 735 lb.
1 in. - IK in 550 1b.
IK in. -4 in 915 1b.
Slump — 3 in.
Just sufficient water was added to give a water-cement
ratio of 0.58 to 0.60 by weight. This water-cement ratio
was used throughout the work.
For the first few pours some experimenting on the mix
was done, using as low as 330 lb. (3.75 sacks) per cu. yd.
Only a few yards were poured with this quantity of cement.
Fig. 5 — General view of construction works showing mixing
plant, narrow-gauge tracks, etc.
After this field adjustment was made, the mix used until
the end of 1940 was: —
Cement 370 lb.
Sand 1,226 lb.
Gravel 34 in. - 1 in 794 lb.
1 in. - IK in 566 1b.
lKin.4 -in 974 1b.
Slump — 1 in. - 2 in.
Some difficulty was experienced at the gravel pit to get
the aggregate in this ratio without wasting some sizes, so
at the beginning of 1941 the mix was changed to the follow-
ing and used for the balance of the work :
Cement 370 lb.
Sand . 1,226 1b.
Gravel 34 in. 1 - in 935 in.
IK in. - 1 700 lb.
IK in. -4 700 1b.
Slump — 1 in. - 2 in.
In the river bottom, where there was considerable water
for the first pours, the cement was increased to 570 lb. to
the cu. yd., the 4 in. gravel was reduced and the concrete
poured so as to flow under the water, which was kept deep
enough to prevent currents which would wash out the
cement. Slump of this concrete was six inches.
The mix for the penstock encasement was: —
Cement 480 lb.
Sand 1,420 1b.
Gravel ^ in. - 1 in 1,200 lb.
1 in. - IK in 900 lb.
Slump — 6 in.
During the early period of the work, a great many slump
tests were made, usually three in the forenoon and three in
the afternoon. The tests ran as high as three inches, but
the majority were around one inch. After the mixing routine
had been established it was possible to control the water by
visual examination, and these tests were made less fre-
quently, usually at the same time that test cylinders were
made.
Sieve tests were made on the sand twice a week, and the
average fineness modulus averaged 3.12.
Test cylinders were taken quite frequently until the mix
was established, after which time a cylinder was taken every
600 cu. yd. of concrete poured. These were made in test
cylinder cans and shipped to Vancouver for testing. Out
of 77 reports examined the lowest breaking stress was 3,104
lb. per sq. in., the highest 4,526 lb. per sq. in. and the
average 3,578 lb. per sq. in.
All cement was tested by the inspection engineers before
loading at the cement plant.
Mixing and Placing Concrete
The batching was done by weigh batches. After all the
aggregates were weighed in the charging hoppers,the cement
was delivered to the hopper through a pipe from the weigh
house, above the mixing plant.
The mixing time was maintained at three minutes for
charging, mixing and discharging as nearly as possible, but
on most of the work the time required for transportation
and placing set the governing time.
The concrete for the wing wall, thrust block and the
western two sections of the arch was delivered by car to a
hopper from which it was conveyed and deposited by
buggies into chutes.
The balance of the concrete was dumped from the mixers
into the buckets set on flat cars and hauled to points that
could be reached by derricks. The derricks were then able
to place most of the concrete directly from the buckets to
its place in the pour.
The concrete was poured in layers about 20 inches thick,
there being three layers to a pour.
After depositing from the buckets, the concrete was
vibrated with the large vibrator. Efforts were made not to
use the vibrator for moving the concrete into place. Only
January, 1943 THE ENGINEERING JOURNAL
enough vibration was used to bring the paste to the surface,
and care was taken to vibrate deep enough to work the
upper layer into the previous layer.
A small vibrator was used along the forms to ensure a
good appearance of the concrete when stripped.
The surfaces of concrete pours were cleaned off by means
of air water jets. This was done from four to twelve hours
after the pour was completed, so as not to injure the surface
by loosening the aggregate.
On starting a pour, a layer of about 34 ha. of mortar was
broomed over the surface.
As previously stated, the time between the completion
of one pour and the beginning of the next in the same
section was set at 72 hours, although in a few instances this
was reduced to a minimum of 40 hours.
Forms were left on where possible for three weeks or more,
except bulkheads which had to be removed for adjacent
pours. During warm weather sprinklers were maintained
where possible.
Steam heated water was used when the temperature was
below 40 deg., and the temperature of the water was raised
110 deg. which gave the concrete at the mixer a temperature
of 50 deg.
Grouting
Seams in the foundation rock were pressure grouted to
minimize seepage. The depth of the holes drilled in the
centre sections varied from 24 to 27 ft. The depth was
determined by test holes drilled to 50 ft. or more if sound
rock were not encountered. Grouting pipes were also
inserted in cracks where it appeared that seepage might take
place.
The holes on the upstream side were drilled and grouted
before those on the downstream side, and each hole was
grouted before the adjoining hole was drilled.
The drilling operations were conducted as follows : —
After the excavation had been carried down to bed rock,
2-in. dia. pipes were installed at points where grout holes
were required and extended above river level. This allowed
the drilling to be carried on without interfering with
concrete pouring.
The drills used were the coring type diamond drill. The
diameter of the core was 0.8 in. and that of the drill hole
slightly under V/2 in. No difficulty was experienced in
drilling through the 2-in. dia. pipes which were approx-
imately 50 ft. long.
The rate of drilling varied, about 27 ft. being a good
average for eight hours.
Before inserting any grout, each hole was filled with
water and the leakage was determined by finding the time
required to empty a 2-gal. pail of water into the hole,
keeping the hole just full of water. Leakage was found to
vary from zero to 16 gal. per min. and for the majority of
holes was between V/2 and 4^ gal. per min.
Grout was mixed in an air driven mixing machine, and
forced by air into a barrel which acted as a reservoir for
the grout pump. An Ingersoll Rand pump (size 7 by V/2 by 7)
was used for pumping into the drill holes.
Grouting started with a thin grout, and if this was taken
up freely, the next batch was thickened. This procedure
was followed until the hole was taking grout freely at % of
the limiting pressure. Pumping grout of this consistency was
continued until refusal. The limiting pressure varied from
60 to 150 lb. p.s.i.
Thirty-seven holes were drilled into the rock and thirty-
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. 39 of- '
M, Or 7- -ut.
Fig. 6 — General view looking east, showing connection to pen-
stock. October, 1941, completed.
one pipes were set in cracks. The quantity of cement forced
in this way into the seams, amounted to over 700 sacks.
Penstock
The wood penstock was kept in operation until the
contractors were ready to build the headgate section. A
closedown period of nine days was then required to install
the 200 ft. of steel penstock from the existing concrete pipe
to the new headgate, and to set up the gate frame, and the
4-ft. dia. vent pipe. The new work can be seen in Fig. 6.
With the exception of this interval and two days required
for disconnecting the old penstock, the penstock was kept in
continuous use throughout the construction of the dam.
Headgate Equipment
The electrically operated headgate is of the Broom type.
It weighs 25 tons, and travels in girders on a roller cater-
pillar. The gate and frame were designed by Phillips &
Davies of Kenton, Ohio.
The trash racks protecting the head-gate entry, are built
of 3 by Y& in. steel bars set vertically, welded to rectangular
girders and bolted to the beams of the concrete structure.
The total width of the rack is 20 ft. and it runs from the
bottom of the head-gate section to the top of the dam.
A mechanical rake, also electrically operated, is installed
to keep the racks clean, built to the design of the Newport
News Shipbuilding & Drydock Company of Newport
News, Virginia.
Quantities
The quantities involved in the present structure included :
50,000 cu. yd. rock and river excavation.
61,000 cu. yd. concrete.
191,000 sq. yd. forms.
Contingent work included a railway diversion and loading
works for logging operations.
The cost amounted to approximately $1,100,000.
The erection of the dam was under the supervision of the
Powell River Company's engineering department, and
Mr. B. C. Condit, Consulting Engineer, Oakland, California,
who not only designed the dam, but was also responsible for
the conception of the complete development.
Stuart Cameron & Company, Vancouver, were general
contractors, and MacDonald and MacDonald, Vancouver,
were inspectors of cement and aggregates.
THE ENGINEERING JOURNAL January, 1943
CONSERVING WELDING ELECTRODES
An article based on notes kindly furnished by G. R. Langley, M.E.I.C., engineer, Canadian General Electric
Company Limited, Peterborough, Ont.
gelding electrodes have heretofore always been used
wastefully. Under the urge of wartime need for conservation
of materials, many electrode users have taken steps to cut
down the wastage. The general manager of a large American
factory recently issued the following notice: —
"In view of the tremendous increase in the use of welding
electrodes for the fabrication of war products, with the
inability of electrode manufacturers to fill orders in spite
of increase after increase in production, every effort must
be made to use every piece of electrode to the fullest
advantage. Furthermore, some of the electrode coating
materials are on the critical list and must be conserved.
Hereafter all stub ends must be turned in for salvage and
any stub ends longer than 2j/£ inches will be returned to
the operator for further use."
This case is typical of the majority of electrode users in
both the U.S.A. and Canada and the total wastage is above
30,000 tons per year with a value about $5,000,000.
The cause of this waste is found in the universal use of
"stripped electrodes" i.e., electrodes with the flux ground
off one inch at one end to allow insertion in electrode
holders. The electrode cannot be burned to closer than one
inch from the holder without danger of burning the holder.
Several attempts have been made to avoid this waste.
One user tried leaving a stub in the holder and welding a
; • j
Fig. 1 — Standard holder and separate stub.
new electrode to it. Each electrode added an inch or so to
the length of the stub so that it soon had to be discarded.
The stub being the same size as the new electrode heated
badly and the operator had to pause till it cooled sufficiently
to permit a new rod to be welded on. The saving was not
large and the scheme did not come into general use. Another
plan involved an ingenious special electrode holder for use
with "full fluxed" rods. Electrode manufacturers objected
to making two varieties of electrodes — full fluxed for the
new holder and stripped electrodes for standard holders,
and this scheme also failed of adoption.
The following plan overcomes the objections to the pre-
vious schemes and permits elimination of all waste.
A piece of steel rod 2 to 2^ m- long» and of a diameter
greater than the electrode is inserted in any standard
electrode holder as shown in Fig. 1. Full fluxed rods are
used. With the helmet in the open position, one end of the
electrode is firmly grounded and the stub approached close
to the electrode as illustrated in Fig. 2. At this point the
helmet is dropped and the stub moved the short remaining
distance to make contact with the electrode. The stub and
electrode do not have to centre accurately. Excellent
results will be obtained with them well off centre. With a
little practice operators become quite proficient. The time
involved is not noticeably greater than required to place
Fig. 2 — Illustrating the joining of full fluxed electrode to separ-
ate stub.
an old style stripped rod in the holder and since the
standard electrode is 14 in. long, electrodes will be changed
only 12/14 times as often.
In addition to the wastage of stubs 2 in. or longer there
has been considerable loss due to operators bending elec-
trodes to facilitate reaching certain locations. Bending
usually cracks the flux and the electrode cannot be burned
past the cracked spot. With the proposed scheme the full
fluxed rod can readily be welded on at any desired angle
(see Fig. 3), thus obviating the need for bending the elec-
trode itself.
Hand shields are used occasionally and in rare cases the
operator may have to work in such cramped quarters as to
make the stubbing operation awkward. In such cases a
number of full fluxed rods can be welded to stubs before-hand.
It is understood that this conservation plan is already
being used by the Canadian General Electric Company,
Peterborough Works, Canadian Westinghouse Company,
Steel Company of Canada and Hamilton Bridge Company,
and is in process of adoption by a number of shipbuilding
firms.
The general adoption of this plan would of course result
in a decrease in sales of electrodes not only during the
present emergency, but after the war. The attitude of the
electrode manufacturers that have so far been contacted
has nevertheless been entirely unselfish, and their whole-
hearted support be relied on.
It is hoped that this article will result in still further
extension of the use of the scheme described.
Fig. 3 — Showing electrodes -welded on to stubs at various
angles.
10
January, 1943 THE ENGINEERING JOURNAL
WAR PRODUCTION PROBLEMS—
THE STATISTICAL CONTROL OF QUALITY
A subject scheduled for presentation at the Fifty-Seventh Annual Professional Meeting of the Engineering Institute
of Canada, Toronto, 12th February, 1943.
Introductory Note
As will be seen from the preliminary programme for the
impending Annual Meeting of the Institute, to be held in
Toronto, the morning of Friday, 12th February is to be
devoted to one general session at which war production
problems will be discussed. The conservation of critical
materials will be the main subject for discussion, the
Institute being privileged to co-operate with the Depart-
ment of Munitions and Supply in reference to this vital
matter. In addition, it is planned to devote some time to a
topic of very live interest in manufacturing circles — the use
of statistics, and the theory of probability, in the control
of quality. The importance of inspection in all manufactur-
ing processes is widely recognized but it is only in relatively
recent years that inspection has been subjected to mathe-
matical analysis. There are some who think that the use
of statistical analysis can, and should, radically change
many inspection practices. There are others who consider
that such "advanced mathematics" has no place in pro-
duction control.
The subject is therefore of lively and topical interest; it
is hoped that varied and diverse opinions with regard to
the matter will be aired at the Toronto Meeting. This was
recently the case in London, England, at a remarkable
meeting held in the Main Hall of the Institution of Civil
Engineers, jointly by the Institutions of Civil, Mechanical
and Electrical Engineers. Attended by 720 people, including
the Minister of Supply, the meeting lasted for several hours,
and was wholly devoted to the subject of the statistical
control of quality in production. The topic was introduced
by Dr. G. C. Darwin, Director of the National Physical
Laboratory, and a general exposition was then presented
by Sir Frank Gill, Director and Vice-President, Inter-
national Standard Electric Corporation. By special per-
mission of the Institution of Mechanical Engineers (in
whose Journal appeared the record of this notable meet-
ing) The Engineering Institute of Canada is privileged to
present these two outstanding contributions, for the general
information of its members and for the special guidance
of all who are going to participate in the Toronto meeting.
GENERAL INTRODUCTION
C. G. Darwin, u.c., m.a., sc.d., f.r.s.
Director, National Physical Laboratory, London, England.
I have long been interested in the general subject of
tolerances, first from the point of view of pure science and
later from the more practical point of view; but the prac-
tical viewpoint became much accentuated when I went to
the National Physical Laboratory, where a great deal of
work has to be done in connexion with verifying manufac-
turing and inspection gauges. Internal evidence furnished
by some of the drawings and gauges led me to the con-
clusion that certain defects must exist in the principles
employed in assigning tolerances. I therefore tried to find
how tolerances were fixed. For some months, whenever I
met an engineer engaged in any branch of the industry I
asked him how the tolerances were determined in the work
with which he was concerned. The results were disappoint-
ing; some could not answer at all and some gave a partial
answer, not sufficient to satisfy my appetite.
As a caricature of the diagnosis at which I arrived, I
conceived that when a new machine was to be made the
inventor or chief engineer sketched it freehand, perhaps
marking the dimensions to the nearest inch. That sketch
went to the senior draughtsman, who did the actual design
work, dimensioning it all to 1/1,000 inch and then instruct-
ing his junior assistant to mark the tolerances. Orders were
given that the tolerances should be made as easy as possible;
but in his inferior position the junior assistant would take
no risks, so he took the smallest number that he knew and
halved it. That description of the procedure would be
recognized as a caricature and it had much of the absurdity
of a caricature; but it had also a little of the resemblance.
At all events, rightly or wrongly, I concluded that in the
case of a good many engineers there was a defect in the
habits of thought which they had been taught. I would
not like to say that that applied only to engineers; nearly
all education in this and many other countries had suffered
from the same sort of thing until comparatively recently.
People were taught to think of a dimension or quantity as
an exact number or magnitude, whereas the proper way to
think about every dimension was to regard it as having a
fringe, as being a number plus or minus a little bit, and
the magnitude of that little bit was a very important
quality of the number.
Without any clear idea of what could be done to improve
matters, I was sent, a little more than a year ago, on a
tour of duty to the United States. There I came across the
method of statistical control of mass-production, and it was
obvious at once that that method provided the right
approach. A good deal of similar progress had been made
in this country too; in particular much brilliant and suc-
cessful work had been done by the staff of the General
Electric Company and by a Committee of the Royal
Statistical Society, and it was perhaps ill luck that I never
came across it before crossing the Atlantic. That, however,
suggested that it was not very widely known, so the present
occasion is justified. The method is not by any means
widely used yet in America either, though its use is spread-
ing. In both countries it has been principally used in
industries associated with electricity, such as the telephone
industry, but I want to emphasize that it should be of
even greater importance in the mechanical industries, and
that it is specially applicable to the manufacture of muni-
tions in all their aspects.
One of the important points in the new method is that
it gives reasoned instead of guessed values to the tolerances.
I will take as an example the making of time fuses for anti-
aircraft purposes, and I am giving away no military secrets
in doing so, since the example is fictitious and the data are
intentionally inaccurate. Suppose that the lethal area of a
bursting shell is such that, if it explodes within ^ second
of the set time, it will make a kill. The gunner therefore
demands of the manufacturer a fuse with accuracy of TV
second. The manufacturer then works out his method of
manufacture, but finds that whereas it is easy to get
accuracy to £ second, he would have a lot of trouble to
work to T'jj second, and, indeed, he might estimate that
for the same effort of work and cost he could not hope to
get more than one-quarter as many fuses if they must
have the accuracy of y-0 second. He therefore tells the
military authorities that they can have four times as many
THE ENGINEERING JOURNAL January, 1943
11
I -I-
o
Ï-2-
W-3-
TOL1
VM***g2~-
FUZE SETTING— SECONDS
_J2 2L_
r°t£«"
A/VcE
t'l/r"
Fig. 1. — Characteristics demanded in time fuse
shells with an accuracy of \ second as with
The military authorities will see that by accepting the
inferior fuse they can get four times as many shells, of
which half would do what is required, and therefore the
rate of killing will be doubled.
I have over-simplified that example, but it illustrates the
point that in a properly organized system of manufacture
the user and the maker of the machine ought to confer
when deciding the tolerances, because the maker has no
direct knowledge of what tolerances would be reasonable.
That course would probably be to a certain extent resented
by the designer or the user at first, because there might be
a feeling of loss of freedom in the choice of the machine.
Such freedom is, however, more apparent than real since
in practice the user is obliged to make the tolerances as
easy as possible, but he has no guidance as to what will be
easy. Contact with the manufacturer would enable him to
decide the matter so as to avoid on the one hand an
unattainably high standard, and on the other, tolerances
so easy that the manufacturer could provide him with a
better machine without extra trouble. To summarize, the
custom has been for the user to demand from the maker a
machine to be made as well as possible, whereas he ought
to demand that it should be made as badly as possible —
or, perhaps more accurately, as badly as permissible. It is
in that aspect that statistical control gives the right infor-
mation.
A good many varieties of procedure are called for in the
circumstances of applying statistical control. First, there
are the two classes of control, according to whether quantity
or quality was concerned. It may be a measure, say of a
length or perhaps an electrical resistance, which has to fall
within certain prescribed limits; for such examples, measure-
ments of each specimen are recorded for analysis. In other
cases the test is qualitative, i.e., the specimen either passes
or fails to pass a test. For example, a vessel is either water-
tight or it is not; and even the measure of a length might
fall in that class if it is tested with a gauge. There is
another distinction which divides either type of work into
two classes. Some tests, such as a measure of length, can
be applied to every article made, but other tests are
destructive. In measuring the tensile strength of a bar the
test must of necessity be done only on a sample, and it is
obviously important to have the sample as small as per-
missible. Moreover, even when every specimen could be
tested, great economy will result in testing a sample only.
Sampling is thus one of the main features of the process;
and the determination of the advisable fraction of the
whole number to be sampled forms an important part of
the duty of the statistician. Then again the practical
problem of statistical control itself falls into two parts,
for there is first the business of starting a new process
and applying statistical control, and then the business of
continuing it, after the control has been established. All
these matters are described in War Emergency Publication
No. B.S. 1008, of the British Standards Institution.
I will take as an example a time fuse, and again I will
intentionally falsify some of the facts. I learned of this
example from Colonel Simon, who has shown great bril-
liance in developing methods of statistical control for
munitions in the U.S.A. arsenals. Certain limits of tolerance
have been assigned by gunnery experts. Figure 1 shows the
characteristics required in the time fuse. The horizontal
line shows the different timings of the fuse, and the two
widening dotted lines show the tolerances which the
military authorities allowed to the manufacturers. The
dotted lines expand a little to the right, since it is easy to
get a fuse to behave accurately at a short time and com-
paratively difficult at a longer time. The fuses failed to
fulfill the tests assigned, since at the longer times the band
of tolerances was too narrow at both ends. The matter
was then handed over to Colonel Simon, and he succeeded
brilliantly in putting it right.
To simplify the story, I will assume that Colonel Simon
had been called in at the beginning. In that case, Colonel
Simon would first of all separate the batches of fuses from
different localities, and he would group the fuses from a
single locality into batches of five. All the fuses would
then be set at 20 seconds; each fuse would then be timed
and the average time and the "range" (the difference
between the shortest and longest among the five) would
be worked out for each batch and plotted on separate
graphs. From the "range" chart it is possible, with the
help of tables constructed by statisticians, to draw on the
average time chart a pair of limits within which the dots
should fall.
If the points plotted for fuses made by one particular
tool fall outside these limits, it is a sure indication that
something is wrong with the process; the statistician cannot
say what the fault is — though in some cases he can go so
far as to say either that there is only one thing wrong or
else certainly several things wrong. It is for the engineer
to re-examine the process and find the fault. Next, of course,
similar work must be done at the other fuse settings. Once
that has been done, and the whole system is in control
(supposing that the accuracy is good enough for the user)
much less sampling is needed; but at intervals a group
should be taken and tested in the same way. Such sampling
nearly always gives warning of impending trouble, before
the trouble is so bad that the fuses would actually fail in
their test.
When I was preparing my present remarks, I tried to
make a diagram similar to Fig. 2 by plotting sets of points
taken at random, as I thought that that would suffice to
illustrate the process. However, in checking to see whether
the actual values that would be derived from my chart
would be anywhere near correct, I found that they were
hopelessly wrong. Then I tried to amend the chart to make
it more nearly right, and again failed entirely. Finally, I
selected a chart from one of the British Standards Institu-
tion publications, plotted from actual results. The point I
wish to make is that it would be almost impossible for any-
body to cheat by the method of statistical control; no
ordinary man could make up out of his head anything that
corresponds to the laws of probability. That is a very
surprising fact, which ought to increase confidence in the
process, because any attempt to fake results would at once
be apparent to an inspector if he had any knowledge of
statistics.
Figure 3 shows the results obtained for fuses made by
one of four or five manufacturers. It will be seen that at
< O-l-
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•
•
•
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•
•
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SERIAL NUMBER OF SAMPLE
Fig. 2. — Average error X and range R
12
January, 1943 THE ENGINEERING JOURNAL
about 25 seconds a considerable number fall well outside
the tolerances given by the Army, yet their tolerances are
much finer than those specified. Of fuses made by the
remaining manufacturers, some give curves like that shown
and some give curves with an upward tendency; and it
was by mixing all the fuses of all the makers together in
the original test, without examining them separately, that
the idea arose that the designed tolerance was unnecessarily
severe.
Having obtained the curves referred to, it is only neces-
sary to re-graduate the time markings on the fuses. As a
result, an article which systematically fails to pass its test
was, with a quite trivial change, found to be actually better
than had been asked for. As a consequence of his work,
Simon found that the old tests had destroyed something
like twice as many of the fuses as were destroyed under the
method of statistical control and he was thus able to make
an important reduction in the number tested.
When I first came across the method of statistical control
in the United States, I was convinced that it was of the
highest importance and that it ought to be adopted widely
in England, but I had considerable misgivings as to whether
it could be started in the middle of a war. When visiting
the Bell Telephone Laboratory, New York — the premier
works in which the process had been introduced in America
— I asked Dr. Shewhart whether he thought that the process
could be introduced during the war. Dr. Shewhart's reply
was quite definitely that there was no reason why it should
not be applied piecemeal to one article after another, in
the middle of the war, that it would not delay production,
and that people would soon get used to the change.
As bearing out this view, I would mention that when
I visited Frankford Arsenal, a large military shell factory,
I asked one of the chief colonels there what he thought
about the introduction of statistical control in munitions
work. (Although the method had been in existence for a
good many years, in munitions work it is rather new, and
I -
-tottR
AMCt
UM*T
FUZE SETTING-SECONDS
10 20 30
Fig. 3,
-Limits demanded and results obtained
with time fuses
I therefore expected that, Frankford being an old-estab-
lished arsenal, those in authority there would be rather
conservative.) The reply I received was that statistical
control seemed to be the only sensible method to apply.
In many works statistical control will be no great novelty,
since in many instances all the records necessary for
establishing statistical control are already being kept, and
it would merely involve a slightly different way of utilizing
those records to make them yield up two or three times
as much information as they had given in the past.
It could not, of course, be expected that the method was
a panacea for all troubles, and I expect that in some cases
it may prove unsuitable, but I venture the forecast that
the opposite would much more often be the case, and that
many processes to which, at first sight, it seemed inapplic-
able, would later be found to benefit greatly by the intro-
duction of statistical control.
POPULAR EXPOSITION OF THE APPLICATION OF QUALITY CONTROL
Sib Frank Gill, k.c.m.g., o.b.e.
Director and Vice-President, International Standard Electric Corporation, and Chairman, Standard Telephones and
Cables, Ltd. , and of Creed and Company, Ltd.
(1) Introduction. The following is a simple, popular, but
incomplete exposition of the statistical foundations of
quality control, easily grasped by busy engineers.
We have not the necessary knowledge to manufacture
articles in large quantities and all having identical essential
qualities, therefore tolerances are introduced into specifica-
tions. If a number of similar articles are taken and some
quality, illustrated here as a dimension,! is measured in
each, we get a frequency distribution such as illustrated in
Fig. 4, where the majority of the articles cluster round
about the average measurement.
3
2i-\
0-080 0-081 0-082 0-Û83 0- 84 0-Ô8S
AVERAGE DIMENSION IN SAMPLE OF FOUR— INCH
Fig. 4. — Frequency distribution
tFor brevity, these remarks do not refer to quality control as
related to proportion defective.
Using the data given by these measurements we can,
by the probability theory, convert this figure, obtained
from a relatively small number of measurements, into what
it would be if a very large number were taken. This is
shown in Fig. 5. The area in Fig. 5 has been very exhaustively
studied and its properties are so known that it may be
applied to a chart of the type shown in Fig. 6, on which
frequent measurements, for example, the product of a
machine tool can be plotted. This chart shows (a) the
nominal dimension required, and (6) the plus and minus
tolerance limits.
In Fig. 7, three lines are added to the chart: (c) the aver-
age dimension actually produced and (d) two statistical
control limits, rather finer than the tolerance limits and
set quite easily by the simple application of multipliers to
the figures obtained from the measurements. These multi-
pliers are based on probabilities.
The chart shows, as news and not as history, current
information of the degree to which the desired qualities are
being embodied in the product, the extent to which varia-
tion must be expected and be therefore inevitable and
harmless, and the cases where the samples show harmful
tendencies or actual "action points," so giving warning for
instant action before the tolerance limits are reached. The
main object of quality control is to improve the uniformity
of the product up to the point where a "state of control"
exists, that is when all, or substantially all, the plotted
THE ENGINEERING JOURNAL January, 1943
13
UPPER
• -CONTROL
\t ■ LIMIT
0-07? 0-080 0081 0082 0 083 0-084 0085
AVERAGE DIMENSION IN SAMPLE OF FOUR— INCH
Fig. 5. — Probability curve
points lie within the two statistical control limits. When
this is attained a train of benefits accrues.
In broad outline nothing in the new technique appears
to be very new; but there is much in it which is different
from the ordinary practice of factories. The following table
shows the steps in parallel columns: —
Without quality control
With quality control
(measurement)
Inspector
Inspector
Takes samples
Takes samples
when he thinks necessary
regularly — to plan
measures
measures
records
averages
plots
records cumulative averages
records cumulative ranges
uses probability control limits
exhibits continuous news, open
to production dept., of quali-
ty being produced, thus
tending to prevent rejec-
tions.
Uses purchase specification
Uses purchase specification
tolerances
tolerances
Passes or rejects
Passes or rejects
These changes are not difficult to make; but their effect
is important.
(2) Application. Prolonged research has established so
much, that a tool has been made and, as is the case with
many tools, can now be used by those who know little of
the design. The operating instructions are what must be
known, not a checking up of the research already done.
Anyone interested may study the statistical fundamentals
and will be the more expert for so doing, but it is wrong to
think that nothing can be done to apply this technique
until statistical experts are available.
Statistical assistance is useful if coupled with factory
experience; but care is required to prevent an unpractical
mind from disturbing production. What, therefore, should
be the attitude of the manufacturing man wishing to
investigate this technique yet unable to add statistical
knowledge to his factory experience ? Many factory
engineers are competent to take the simple directions and
to do useful work without a statistical expert, if one is
unobtainable; while so doing they will find their knowledge
expand, so that there will be fewer cases in which such help
is required, thus relieving the difficulty caused by the
assumed fact that not very many statistical experts with
factory experience are available.
Factory engineers should at once begin to study the
rules for the application of quality control and not by
studying the statistical foundation. They should accept
this foundation as already established and proceed with
practical study.
(3) First Steps. The first steps seem to be: .
(i) To study War Emergency Publication No. B.S.
1,008 (1942), of the British Standards Institution.
This Standard is simple and direct and will enable
the factory man to set up quality control charts,
using measurements,* and to put such charts into
practice.
(ii) To decide which of the products on which the
factory is engaged is suitable for the use of quality
control. Obviously the first thought is of repetition
work, whether continuous flow or in batches of
considerable size,
(iii) To answer the question, "Which cases and how
many for a start ?" The short answer seems to be,
"Look for cases where the rejects are high; select
a few of the most troublesome of these and set up
charts for very few, say not more than six at
first."
(iv) To explain fully to all concerned what is being
done and what is aimed at ; the explanation should
be so full that the element of surprise (so often
the cause of misunderstanding) shall be absent,
(v) To make detailed written instructions for each
step and each class of shop personnel concerned.
(vi) To begin plotting charts of the selected processes
for a few days without putting in the control
limits. Where no queries arise, perhaps one week
will be sufficient.
(vii) To use the average of the averages given by the
trial period, set up the control limits and maintain
the charts,
(viii) To introduce quality control gradually in those
places where it is appropriate as a regular part of
the factory routine.
A copy of the written instructions actually given in one
case is shown on p. 15.
(4) Should Quality Control be Introduced During War
Time? This war is unlike any other in our experience;
whether we recognize it or not, all are involved in a struggle
which affects all we value and may affect our very lives.
Effective, fast production is tremendously important, yet
to-day production is subject to numerous unusual causes
of hindrance, such as: less skill in labour, poorer mainten-
ance, fatigue, illness, worries, less tractable materials, or
substitutes for normal materials. All these adversely affect
manufacture, and the results may be summed up in two
words "more rejects"; or, better still, more man-hours,
machine-hours, etc., rendered ineffective through rejects.
Less rejects will, in effect, give reduced waste in man-
hours, machine-hours, space, materials, etc., and so result
in greater production ; waste is always costly. This is surely
a strong appeal to all interested in speed and in effective
production.
Because the effectiveness of a firm's inspection can be
so well judged by the control charts, quality control
should be a method which appeals to those interested in
the philosophy of the Services Inspection Departments,
namely, that when they are satisfied that a firm is doing
a first-class inspection job, the Services will leave inspection
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UPPER TOLERANCE LIMIT
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AIMÈDAT
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LOWER TOLERANCE LIMIT
1 1 1 1 1 1 1 I Ml I 1 1 1 1 1 1 1 I I 1 1 1 I I I i I I I I i I 1 1
I 10 20 10 J6
SAMPLE NUMBER
Fig. 6. — Oirwi plot tings
*See footnote, p 13.
14
January, 1943 THE ENGINEERING JOURNAL
• — » —
••«••
-.^ d
* — •~*-c
-V
1 1 1 1 1 1 1 1 i I 1 1 1 1 I I I I I I I I I I ! I 1 1 1 1 I I II 1 1
I 10 20 30 36
SAMPLE NUMBER
Fig. 7. — Control limits
to the firm. If a firm has a job suitable for quality control
and uses it, not only should the quality of its product
improve, but it will also have clear evidence of the quality
of its inspection which can be used to justify the Services
Department leaving inspection to the firm, with full con-
fidence in the result. Obviously, however, the mere use of
quality control charts does not justify leaving inspection
to the firm, or inspection by samples, unless the quality
has been brought into the "state of control."
The foreword in the British Standards Institution's
publication No. B.S. 1,008 (1942) is highly significant.
What was it which caused the War Department to request
the American Standards Association to issue an Emergency
Defence .Standard on this matter ? It is believed to be
because, while a certain number of large undertakings were
using quality control, very many smaller concerns were not,
perhaps owing to the clouds and complexities by which it
was surrounded; and so we get this very simple and direct
instruction arising out of the war. Just because we are at
war, every method of increasing production and every
technical improvement are necessary. Recent events must
have made everyone realize how important is production
and that everything leading to speed and accuracy is vital.
(An example of a simple quality control system is given below, and is
followed (on p. 17) by Sir Frank Gill's concluding observations.)
Illustration of a Simple Quality Control System as
Actually Applied in a Factory.*
Instructions for Control of Quality of Product through
Percentage Inspection t
General Instructions
1. The following procedure is designed to govern the
inspection of all manufactured items on which the nature
of the work performed can be measured quantitatively,
e.g. weight of explosive charge in various components,
explosive power of detonators in terms of weight of sand
crushed, specific gravity of cast or pressed materials, burn-
ing time of fuses, etc., except where 100 per cent inspection
is performed.
2. Sampling Schemes. The sampling scheme described
herein is based on a sample of five items per hour, and is
practical on the majority of production orders. In some
instances, however, the cost of sampling may prohibit this
procedure; whereas, in others, more extensive sampling
may be advisable, especially at the beginning of an order.
Hence, the shop inspector will submit his recommended
sampling scheme to the department chief for approval
prior to production. The procedure for other sampling
schemes is covered in notes on sampling schemes.
Duties of the Foreman
3. Sampling. Take a sample of five items from the
assembly line each hour, day or other period of time, as
instructed by the shop inspector.
"Taken from Appendix C of An Engineer's Manual of Statistical
Methods, by Leslie E. Simon. Published by John Wiley and Sons,
Inc., New York; and Chapman and Hall, Ltd., London, 1941. Repro-
duced here by special permission of the publishers.
tThe author has pointed out that the system illustrated is not of
general application.
4. Recording Observations. Accurately measure each
sample with regard to size, weight, explosive power, or
other characteristic described by the respective drawing
and specification and record the measurements in the
order taken.
5. Computing Data, (a) Take the sum of the five recorded
measurements of the group and divide it by 5. This figure
is known as the_ "average" or "mean," and is designated
by the symbol X (bar X).
(b) For each group of five, subtract the smallest recorded
measurement from the largest recorded measurement. This
figure is a measure of dispersion and is commonly known
as "range" or "maximum dispersion," and is designated by
the symbol W, (W sub t).
(c) Table 1 shows a sample of foreman's data.
(EXTRACTED FROM) TABLE 1
Foreman's Data for First Day's Sampling
1st group of five 39 .0
38.0
36.5
37.6
38.9
1st highest 39.0
1st lowest 36 . 5
1st range 2.5
5)190.0
1st average 38 . 0
(Similar calculations are made
by the foreman for the re-
maining seven groups).
Shop Inspector's Data for First Day's Sampling
1st average 38 . 0
2nd "
3rd "
4th "
5th "
6th "
7th "
8th "
38.4
2nd
37.9
3rd
37.9
4th
38.6
5th
38.3
6th
38.1
7th
38.0
8th
1st range 2.5
2.0
2.0
2.3
2.1
1.9
2.3
2.1
Average of 8 averages ... 38 . 15 Average of 8 ranges 2.15
Computation of Control Limits
See paragraph 10 (a)\ Average of 8 averages, 38. 15 = X.
(b) Average of 8 ranges, 2 . 15 = W,.
" " (c) WtX 0.594 on "average" chart = 1.28
_= +Spread of control limits.
(d) W,X2.08 =4.47 = Upper control limit
on "range" chart.
WtX 0.254 = 0.55 = Lower control limit
on "range" chart.
6. Plotting Data, (a) Plot the chart described below on
cross section paper. Head the chart "Control Chart for
" (inserting the name of the item
sampled), "Samples of five" followed by the production
order number. On the face of the chart indicate the lot
number or batch from which the samples were taken, the
approximate daily production, and the designated measure-
ment that the items should meet, e.g. weight of charge
30.0 gr.±2.0 gr., per drawing 70-1-11, revised 6-20-36.
(See Figs. 8 and 9).
(b) On the pieces of cross-section paper mark a horizontal
scale across the top for the working days of the month,
e.g. September 1st, September 2nd, etc. Ordinarily, 1
linear inch for each day is convenient. If the paper has
eight divisions to the inch, one division will represent a
working hour of the working day.
(c) Mark two vertical scales on the left-hand margin
of the paper — one near the top for the purpose of recording
the averages (X), and one a moderate space below it for
recording the ranges (W,).
(d) Plot the observed average (X) for each group of
five (see paragraph 5 (a) above) opposite the vertical scale
for averages (see paragraph 6 (c) above), and under the
horizontal scale for date and hour (see paragraph 6 (b)
above).
JOn page 16.
THE ENGINEERING JOURNAL January, 1943
15
40
F-"
11
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MAY S
WT. OF CHARGE CONTROL CHART FOR
)9±) GRAINS PRIMER. PERCUSSION. MK.X
DWG. n-t-n REV. ï-2-j) SAMPLE SIZE croups of s |
LOT i!4-i RATE :.soo/dat ORDER No.x.o. 145-47/2
I
D 0-005
D 0-005
POINTS; BY FOREMAN LIMITS; BY SHOP INSPECTOR
Fig. 8. — Chart for quality control
(e) In like manner plot the observed range (W,) (see
paragraph 5 (b) above) opposite the vertical scale for range
and under the appropriate date and hour. Data should be
plotted as promptly as practicable, and at least prior to
the observation of the next group of data.
7. Foreman's Interpretation of the Chart. Limits will be
placed on the chart by the shop inspector within which
practically all points should fall (see paragraphs 10 and 13
below). If any points fall outside of these limits call the
shop inspector without delay.
8. Disposition of Charts. The Foreman will conspicuously
post the chart in the nearest office to the place of work
while the work is in progress and, upon the completion of
the production order, will forward the chart to the depart-
ment office for file, as a record of the quality of the product.
9. Delegation of Duties. In lieu of personally performing
the functions outlined in paragraphs 1-8 inclusive, the
foreman may designate one or more trusted assistants to
do them under his supervision. Such assistant may not in
any case be the workman who performs the work being
sampled.
Duties of the Shop Inspector
10. Computing and Plotting Control Limits, (a) After the
data from between eight and eighty groups of five have
been plotted (see paragraph 11 below), compute the average
of the observed averages. This figure is designated as X
(bar bar X). Draw a heavy horizontal line on the chart
for averages at the computed figure and under the hours
for which the samples were taken. See Figs. 8 and 9.
(b) Compute the average of the eight to eighty observed
ranges. This figure is called Wt (bar Wt sub t). Draw a
heavy horizontal line on the chart for ranges at this value
and under the hours for which the samples were taken.
(c) Multiply W, by 0.594 and plot two heavy dotted
lines on the chart for averages parallel to the heavy line
at X and located at X ±0.594 Wr Mark each of the lines
A 0.001.
(d) In like manner, plot two_heavy dotted lines on the
chart for ranges, one at 2.08 W, and one at 0.254 W,.
Mark each of these lines D 0.005.
11. Judging and Interpreting of Charts, (a) Practically
no plotted values of X should fall outside the dotted limits
A 0.001 (theoretically only one above and one below in a
thousand). Hence, the presence of a point outside the
dotted limits is a very strong indication that the general
level of quality (weight of material in a component, size,
strength, or other quality) is changing from time to time.
The shop inspector will advise the foreman to investigate
at once to determine if someone is doing something wrong,
if some machine is functioning wrong, if a change has been
made in the raw material, etc., and the shop inspector
will also report the situation to the department chief
without delay.
(b) A significant deviation of X from the mean value
designated by the drawing or specification obviously calls
for measures to bring the average of the product in closer
alignment with the designated average, and the shop
inspector will advise the foreman accordingly. The X from
eighty groups of five is generally so near the true value of
the product sampled that for purposes of control it may be
treated as such.
(c) Practically no plotted values of Wt should fall out-
side the dotted limits D 0.005 (theoretically only five above
and five below in a thousand). The presence of a point
outside these limits is a strong indication that the variation
in the product (lack of uniformity) is greater than it should
be. The same action will be taken as outlined in paragraph
11 (a) above.
(d) With respect to both charts, the plotted dots should
be scattered rather evenly on both sides of the central line;
the greater portion should be near the central line, and
only relatively few should fall near the dotted limits.
Trouble can frequently be forestalled by a study of the
charts. If there is a general drift of the plotted points on
either chart toward the bottom limit or the top limit, a
timely investigation may eliminate the cause of the drift
and prevent the occurrence of a point outside the limits.
In like manner the too frequent occurrence of points at a
value other than in the immediate vicinity of the central
value indicates erroneous observations probably due to a
faulty measuring instrument, use of an instrument not
sufficiently sensitive for the work involved, or bias on the
part of the observer. Action same as outlined in paragraph
11 (a) above.
12. Number of Groups on which Limits should be based.
In the interest of accuracy, convenience, and economy of
labour, it is desirable to have limits plotted on the data
from eighty groups of five (a normal 10- working-day
period). However, at the beginning of a job, limits should
be calculated on the first eight plotted points; then after
a total of sixteen have been accumulated, then after a total
of forty, and finally after eighty, all preceding points in-
cluded in each successive calculation. The next set of
limits will be based on the next eighty points, namely,
points No. 81 to No. 160 inclusive, etc.
13. Predicting Limits. The importance of these charts
lies not so much in disclosing that trouble occurred yester-
day, or last week, as in disclosing it instantly, or before it
occurs. Hence, it is most important that limits exist for
MAY 3
MAY -4
MAY S
MAY 6
MAY 7
— .
„-»
„„.- -
A 00
)l
•
•
•
- •
^V
1
*••
•
(
. .
A 0-001 \
1
WT. OF CHARGE CONTROL CHART FOR 1
)8±) GRAINS PRIMER, PERCUSSION, MK.X
DWG.7«-4_ji REV. 7-j-j) SAMPLE SIZE croups of s
LOT i2<-i RATE 2.S0o/day ORDER No. to. w-t,iji
D 0-005 1
\s>
<
OS
O a.
i 3
h+
v-V
.*•
••
u7i-
z
-**-
•
-* —
w-*
a.
D0(X
»
0-
" T "
POINTS", BI FOREMAN LIMITS! BY SHOP INSPECTOR
Fig. 9. — Chart for quality control
16
January, 1943 THE ENGINEERING JOURNAL
the plotted points (see paragraph 7 above), before the points
are plotted. To accomplish this purpose, the shop inspector
will, at the time he computes and plots a set of limits for
a period of from eight to eighty plotted points, extend
these limits in light lines for the next data period. These
extended limits are binding upon production for the next
period during which another set of plotted points are being
accumulated (see paragraph 7 above). The limits from the
accumulated data will then serve as a check on these
extended limits and as a basis for new extended limits.
This procedure is clearly illustrated in Figs. 1 to 7 inclusive.
Thus, when limits are calculated as detailed in paragraph
10 and extended as detailed in this paragraph, there are
always limits predicted ahead, except for the first eight
points. Even this deficiency can be supplied by taking
advantage of data from a previous order, and this procedure
should be followed if such data are available.
14. Meeting Drawings and Specifications. The meeting of
drawings and specifications (as most of them are now
written) is often more a matter of engineering, judgment,
and interpretation than of mathematical statistics. In
general, the drawing or specification will state that the
product (presumably meaning every item thereof) will be
A±jd. Actually, there is no way of knowing if every item
falls within the limits A+d unless every item is sampled
and, if the sampling be destructive, there is no product left.
However, if the product has showed "control" during
manufacture; i.e. practically no points have fallen outside
the control limits; no exhibition of a pronounced drift or
trend; and, if the number of plotted points be large (e.g.
forty or more) then it can be said with reasonable certainty
that approximately 90 per cent of the individual items will
lie between X +0.707 Wt; 95 per_cent between X +0.843
W,; and 99^ per cent between Z+1.21 W,. (For X and
Wh see paragraphs 10 (a) and 10 (b) respectively). Upon
completing each period of eighty points the shop inspector
will note on the chart "approximately 993^ Per cent within
X+1.21 W,," substituting for X its numerical value and
for 1.21 W, its numerical value.
Notes on Sampling Schemes
15. Time not a Factor. It is not necessary that the groups
of five be taken each hour. All the rales outlined above
apply with equal force if the groups of five be taken every
half hour, every five minutes, day, week, or other period
of time, just so long as the observations are grouped in
fives. Hence, in devising sampling schemes, sampling may
be increased or decreased at will by merely varying the
time interval.
16. Grouping. Groups of four can be used just as readily
as groups of five by changing all 5's to 4's and changing
constants as follows: —
Paragraph 5 (a) Divide by 4 instead of 5.
Paragraph 10 (c) Change 0.594 to 0.750.
Paragraph 10 (d) Change 2.08 to 2.26; and
0.254 to 0.185.
Paragraph 14 Change 0.707 to 0.798;
0.843 to 0.952; and 1.21
to 1.36.
Groups of 10 can be used instead of groups of five by
changing all 5's to 10's and changing constants as follows: —
Paragraph 5 (a) Divide by 10 instead of 5.
Paragraph 10 (c) Change 0.594 to 0.318.
Paragraph 10 (d) Change 2.08 to 1.755 and
0.254 to 0.439.
Paragraph 14.
Change 0.707 to 0.536;
0.843 to 0.637; and 1.21
to 0.913.
For a given number of observations, the relative precision
of results obtained by the use of groups of 4, 5, or 10
under the method outlined is practically the same. How-
ever, the smaller groups are to be preferred because of their
greater sensitivity to a changing cause system, which is of
relatively great importance in manufacture.
Revised: 1/15/37
Leslie E. Simon,
Capt., Ord. Dept.
(Sir Frank Gill's concluding observations, in continuation (from
p. 15) of the text of his exposition of the subject, are given below.)
(5) Conclusion. Many persons say, "We have used
Quality Control for years," really meaning that they have
used methods for controlling quality, but not quality control
as now understood. The marks which distinguish quality
control from all other methods seem to be: —
(i) Regular measurement of small samples.
(ii) Instant charting of sampling results.
(iii) Control limits fixed by statistical method, not by
guesswork or by the junior assistant.
(iv) Exhibition of charts where the production force
can easily fulfil their duty of knowing the inform-
ation on them and when to take action. It would
not be of much use for the railway signals engineer
to provide perfect signals unless the driver of the
train could see them and realize his duty to obey
them.
Inspectors following this method will enlarge their role
from that of merely guarding quality turned out to that
of also assisting production — a more satisfying job.
Increased production is not to be obtained merely by
encouraging shouts from onlookers urging more effort and
longer hours. It is also affected by expert planning, the
maintenance of smooth unbroken flow of materials, machine
tools, labour, orders and the use of best methods, and one
of these — in the appropriate cases — is quality control. In
the first instance the burden of investigation and application
of this new aid lies with the management of factories and,
with the two British Standard Specifications, they now
have the means to push this matter with all the intense
energy that the war situation demands.
But in addition, the Government has a place; in para-
graph 33 of its Eighth Report, 26th March 1942, the Select
Committee on National Expenditure, while agreeing that
the primary responsibility of ensuring the best use of
materials and labour must rest with the management of
factories, stated: "The Government has an important
duty in checking up how this responsibility is in practice
discharged both in its own establishments and in industry
generally." Lastly, on the 24th and 25th March 1942, the
Minister of Production, in the House of Commons, referred
to subjects which affected all three Production Ministries
and asked for suggestions, particularly for increasing pro-
duction without increasing plant or labour force. Engineers
now offer to Mr. Lyttelton — in quality control — a real
contribution to these subjects referred to by himself, and
by the Select Committee. Perhaps it will not be indiscreet
to say that undoubtedly engineers will be interested to
know what use the Minister finds for it.
THE ENGINEERING JOURNAL January, 1943
17
ENGINEER TRAINING IN CANADA
Major J. P. CARRIÈRE, s.c, r.c.e., m.e.i.c.
General Staff Officer, Directorate of Military Training, National Defence Headquarters, Ottawa.
Akmy Requirements
It has been truly said that this is an engineer's war. The
need for engineers is felt in all activities relating to the war
effort, in the army, in the air force, in the shipyards and in
munitions, arms and other factories on the home front.
The unprecedented development of Canadian industries
since the beginning of the war and the subsequent employ-
ment of engineers in these industries, together with the
demands of the army, navy and air force, has drained the
existing supply of professional Canadian engineers. The
annual production of engineers from our universities is
far from sufficient to fill the continued requirements.
Faced with this problem, the army is forced to train as
engineer officers, candidates of a lower standard of educa-
tion than that of graduate engineers. The immediate need
of the army is for reinforcement officers possessing a
general knowledge of military engineering science, capable
of personal development as experience is acquired, and
capable of commanding efficiently a section of engineers
in the field (approximately 60 men).
Distinctive Features of Military Engineering
Engineering practice in civil life to-day is characterized
by specialized organization, resulting in rapid and efficient
execution of works in which cost and durability are the
important factors.
In military engineering, in wartime, the necessity for
speed, often combined with lightness and mobility of plant,
equipment and materials, override technical perfection and
(within limits) cost.
The distinctive features of the organization and tech-
nique of military engineering are:
(a) The almost complete absence of specialization.
(b) The wide range of general engineering embraced.
(c) The necessity for speed.
(d) The capacity for improvisation.
In connection with this last feature, military engineering
has been described in lighter vein as: "The art of employing
tools, equipment and materials for totally different pur-
poses than that for which they were originally intended."
The necessity for exploiting the wide resources of engineer-
ing science to military purposes renders it essential that
military engineers should be in close touch with the latest
developments in civil practice.
Duties of Engineer Officers
The duties of engineer officers in the field can be stated
broadly as follows: —
(a) To advise the commander on engineer problems
affecting contemplated plans of operations.
(b) To execute engineer projects required in the further-
ance of adopted plans of operations.
(c) To assume tactical command of mixed forces in the
field, when necessary.
It therefore follows that the training of engineer officer
candidates must aim at teaching:
(a) A full appreciation and understanding of engineering
problems which affect all types of military operations.
(b) Methods of executing engineer works required in the
field, by means of standard equipment or by im-
provisation from the slenderest resources.
(c) The characteristics, tactics and limitations of mixed
forces in the field in all types of military operations.
Selection of Personnel
To make up for the present shortage of professional
engineers, the army accepts as candidates for commissions
in the Corps of Royal Canadian Engineers, individuals who
have a knowledge in mathematics sufficient to allow them
to learn and understand simple formulae relating to the
design and execution of simple engineering structures, the
use of explosives and other military engineering activities,
who are alert and keen and who possess qualities conducive
to good leadership. Preference is given to men who have
been employed in engineering activities in their civil
employment.
Such candidates are taken either from civil life or are
selected from the ranks in the army.
Personnel selected as suitable officer candidates are
posted to one of the Canadian officers' training centres.
Officers' Training Centres
The function of officers' training centres is to impart to
selected soldiers from the rank and file, and to civilians, the
elementary knowledge essential to the formation of junior
officers of all arms of the service.
This includes studies of the principles of modern warfare,
the characteristics, functions and employment of the various
arms, and the theory of administration and command of
military forces. This is supplemented by elementary studies
of the detailed characteristics and functions of that arm
of the service to which they have been allotted.
The course at officers' training centres is of twelve weeks
duration. During the first six weeks, the candidates are
given instruction in the appreciation of military situations,
the correct method of issue of orders and messages, first
aid, the elements of gas warfare, leadership and morale,
military law, map reading, organization and administration,
methods of training troops and infantry weapon training.
They are hardened physically by means of drill, physical
training, marches and sports and are also taught to operate
motorcycles.
The following two weeks of the course are devoted to
tactical exercises in the field.
For the final four weeks of the course, the candidates arc
grouped in accordance with the arm of the service to which
they have been allotted, for preliminary studies of specific
subjects related to that arm.
Canadian Army Photo
Fig. 1 — Standard floating bridge equipment.
18
January, 1943 THE ENGINEERING JOURNAL
Canadian Army Photo
Fig. 2 — Improvised bridge.
In the case of engineer candidates, these subjects com-
prise field defences, organization of engineer works, the
use of ropes and spars, the design and erection of improvised
bridges and ferries, the theory and use of explosives, the
theory of water supply, methods of making engineer
reconnaissances in the field and the preparation of military
engineering reports.
R.C.E. candidates who successfully complete the course
are granted commissions as 2nd lieutenants in the Corps
of R.C.E. Then they proceed to one of the Canadian
engineer training centres for advanced training.
Advanced Training for Officers
The functions of Canadian engineer training centres, as
regards officer training, is to complement the elementary
instruction given at officers' training centres, to train
officers in the practical application of the subjects taught
and to practise officers in the actual command of small
bodies of troops.
The training at Canadian engineer training centres is
divided into two main stages:
(a) A twelve weeks course.
(b) "Apprenticeship" lasting from one to three months.
The course is a continuation of and complement to the
course given at officers training centres. The subjects taught
are: Chemical Warfare, Weapon Training, Drill, Training
Methods, Motor Transport, Map Reading, Air Photo
Interpretation, Military Law, Leadership, Organization
and Administration, Reports, Appreciations and Orders,
Security and Intelligence, Field Defences, Mining, Water
Supply, Accommodation and Sanitation, Obstacles and
Mines, Demolitions, Roads and Tracks, Concrete Design in
the Field, Signal Training, Tactics, Combined Operations
and Bridging.
It will be observed that to cover such a wide range of
subjects, (many of which are technical subjects) in a period
of 12 weeks, is a big undertaking. However, it is not intended
to produce specialists in any subject but to impart a general
military engineering knowledge to all candidates,- on the
assumption that they will improve this knowledge during
their period of "apprenticeship" and in the field.
The period of "apprenticeship" which follows the course
varies from one month to three months duration. The
length of time depends entirely on the aptitude and keeness
of individual candidates. The commandants and instructors
at Canadian engineer training centres are the judges who
decide when an officer is suitable for despatch in the field as
a reinforcement section commander.
The maximum period of training given at organized
training centres, provided the candidate does not fail on
any course, is therefore, nine months. If we add to this the
time spent in examination of the candidates before selec-
tion, the time necessary to move from one training centre
to the other, the time spent on travel from Canadian
engineer training centres to the army in the field, and other
unforeseen delays, we can safely say that it takes ten
months to a year to produce and despatch each reinforce-
ment officer.
Specialists Training
Reinforcement officers are despatched to an Engineer
Reinforcement Unit where they may be held for further
training, or from which they may be sent direct to units
in the field. Demands for the replacement of casualties is
the governing factor. While at either Engineer Reinforce-
ment Unit or with a unit in the field, a selection is made of
officers who show special aptitudes. These specially selected
officers are given special training in one or more advanced
engineering subjects.
At the moment, most of this specialized training is carried
out at the School of Military Engineering, England. Special
courses are given in Fieldworks, Bridging, Demolitions,
Motor Transport, Engineer Intelligence, Tunnelling and
Bomb Disposal. Three specialized engineer courses for
officers are given in Canada at the moment: Camouflage,
Bomb Disposal and Driving and Maintenance of Military
Vehicles (wheeled and tracked).
Experienced engineer officers are also selected from time
to time to attend senior officers' courses or staff courses
leading to senior or staff appointments.
Training of Other Ranks
Training of other ranks for the Corps of Royal Canadian
Engineers follows the policy adopted for the training of
officers.
Recruits are allotted to the Corps by Army Examiners
after interviews and tests. They then go through an eight
weeks course of basic training and follow this up by an
eight weeks course of advanced training at Canadian
Engineer training centres.
On completion of this latter course, sappers are posted to
trained soldier companies where further training is carried
out pending despatch to the field as reinforcements.
This applies to non-tradesmen only. In the case of trade
trainees, these have to complete advanced training and
quality as sappers before attending trades schools, where
courses of from 3 to 16 weeks duration are given, depending
on the trade. They are then posted to a trained soldier
i
Canadian Army Photo
Fig. 3 — Standard bridging equipment.
THE ENGINEERING JOURNAL January, 1943
19
company pending despatch to the field as reinforcements.
The requirements for tradesmen in engineers are about
seventy-five per cent of the total requirements for
reinforcements.
Conclusion
Summarizing the above, it can safely be stated that the
time required to qualify candidates as engineer reinforce-
ments is as follows :
Officers 10 to 12 months
Tradesmen 6 to 10 months
Sappers 5 to 6 months
Provided the input of officer candidates and recruits is
maintained at a level to conform with the theoretical
output for which the training machinery has been set up,
reinforcements for the Canadian Army will continue to be
produced at a suitable rate.
Fig. 4 — Left: Standard floating bridge equipment.
Canadian Army Photo
IRON ORE OCCURRENCES IN THE LAKE SUPERIOR
DISTRICT
With special reference to the Steep Rock Occurrences.
J. G. CROSS, m.e.
Port Arthur, Ont.
Paper presented before the Lakehead Branch of The Engineering Institute of Canada on November 11th, 1942.
There are six producing ranges on the American side of
the Lake Superior area. These are: the Vermilion range, the
Mesabi, the Cuyuna, the Gogebic, the Marquette, and the
Menominee (Fig. 1). These ranges are expected to produce
this year about 100,000,000 tons of iron ore.
The Mesabi range is by far the greatest producer, and
also has one of the greatest ore reserves. This range pro-
duces about eighty-five per cent of all the iron ore produced
in the Lake Superior area. The range itself is about one
hundred miles long, of which seventy miles is productive.
The highest grade ore is produced from the Vermilion
range, but the quantity is small. Some of the other ranges
produce special types of iron ore, such as the Cuyuna range,
where iron ores high in manganese are mined. Different
mines on the same range produce different types of ore,
and, in fact, several different types of ore are often mined
from the same mine.
The iron content of the ore is not the determining factor
in the grade. Silica, sulphur, phosphorus, and other impur-
ities are very important factors in determining the value of
the ore. For example, for certain types of steel, phosphorus
is very undesirable, and for other types, such as spring
steel, it is necessary. It is important, therefore, for the steel
maker, that a great variety of ores should be available for
him to choose from, in order to make a product which will
meet various exacting specifications.
The question naturally arises why there are so many
extensive deposits on the American side, and so few on the
Canadian side. Why have the Americans over four hundred
iron mines, against our one — the Helen ? The areas are not
widely separated, and the rocks are similar.
The answer to this is fourfold:
1. The rocks on our side of the line are largely of the
igneous type, while those of our neighbours to the south are
largely sedimentary. The sedimentary rocks are more
favourable host rocks for iron ore, particularly hematite,
than rocks of igneous origin.
2. Folding and deformation of the strata are necessary,
in order that surface waters may circulate through the iron-
bearing formations, and remove such impurities as silica and
so enrich the iron content of the residue. Iron ore of com-
mercial grade is the result. The depth of folding of the
strata, and the nature of surrounding terrain, will, of
course, act as factors determining the depth to which
circulating ground waters can penetrate. This, in turn,
governs the size, richness, and vertical extent of the ore
bodies. Other factors enter also, but they need not be
discussed here.
3. Erosion has been much more intense on the Canadian
side than on the American. Probably any ore bodies that
did occur in our area, and did not go to great depths, such
as those at Steep Rock, have been removed. Across the
border, erosion was also extensive, and much of the richer
ore of the Mesabi range was removed by erosion and
glaciation, but enough still remained to make this the most
extensive of all the iron ranges in the Lake Superior area.
4. The Mesabi range extends across the border into our
own particular area, between Loon Lake and the boundary,
but no iron ore deposits have ever been found, either in this
area, or for the forty miles or so that it extends into the
state of Minnesota. The reason for this is that the iron
formation, at the time the greatest concentration of ore was
going on, over a period of millions of years, in Precambrian
days, was covered by a mantle of igneous rocks, and so
protected from surface waters, and other concentrating
agencies. The remnants of this igneous covering still
remain as sills that top the high hills around Thunder Bay,
such as Mount McKay, Pie Island, Thunder Cape, etc.
These tough-weathering, igneous cappings give our district
a rugged and pleasing topography, but at the expense of
iron ore deposits that undoubtedly would have occurred,
had cappings not been there. Once the iron formations
emerged from beneath these igneous rocks, the weathering
agencies had a chance to act upon them, and rich iron ore
concentrations were the result.
Iron Ore Occurrences at Steep Rock Lake
This area is well within the Precambrian Shield, so it
might reasonably be asked: Why are there such extensive
20
January, 1943 THE ENGINEERING JOURNAL
occurrences of iron ore here ? The answer is that a terrific
convulsion of nature caused such a deep fold that even the
extensive erosion and glaciation to which the area was
subjected failed to remove the iron ore bodies completely.
It must be remembered, however, that millions of tons of
ore were removed by glaciation, but as in the Mesabi range,
there was still some left.
The Steep Rock area was first deeply folded along an
east and west axis. This folding was intense, and the flat-
lying sediments were folded into an almost vertical attitude.
Later, a series of sharp folds occurred with a north and
south axis. This folding was super imposed on the original
East and West fold, and the result is a very complicated
structure. These foldings, particularly the latter, with the
north and south axis, produced intense fragmentation and
shattering of the strata, which had its greatest intensity at
the apex of the folds, as might be expected.
These areas of greatest deformation formed channels
through which iron bearing, circulating waters could move.
However, in the case of Steep Rock, the mineral-bearing
solutions came up from below, and not from the surface
downward. No doubt there was some enrichment from
surface waters, but any ore formed in this way has possibly
been removed by glaciation and erosion. The Steep Rock
occurrence is not unique in this respect, many iron ore
deposits have occurred by this "replacement" process, but
it is not common on the American side of the Lake Superior
Basin. This replacement type of ore body is a favourable
indication that the ore will continue to possibly great
depths, since the mineralization came from below and not
from above.
Size and Extent of Ore Bodies
The iron ore occurrences at Steep Rock Lake are exten-
sive, and give promise of a very large tonnage (Fig. 2). The
"A" ore body was the first discovered, and this, as far as ex-
plored, has a length of nearly a mile and a maximum width
of over two hundred and fifty feet. The "B" ore body, a
mile and a half to the south, has a length of about a mile
as far as explored, and a maximum width of over one
hundred feet. The "C" ore body, three miles to the north-
east, has not been sufficiently explored to give any dimen-
sions, but indications are that it is quite large, possibly
larger than the "A" ore body. Furthermore, there is a
strong probability that other ore bodies will be found, one
west of the "A," and one or more south of the "C" ore
body.
In reality, the Steep Rock occurrence is an iron range
that is completely submerged, with a length of about
fifteen miles, following the folding of the strata. The ore-
bearing possibilities of this area have been only partially
explored, and, no doubt, when the lake is drained, further
ore bodies will be found.
Nature of the Ore
The Steep Rock ore is exceptionally high grade, averag-
ing about sixty per cent iron, low in impurities. A test made
very recently showed that it gave excellent results in the
open hearth furnace, and, of course, it would be excellent
material in the blast furnace. As an iron ore, it has no
peer, not even the much touted Swedish ore. Much of the
ore produced will be "hard" ore, which is in such great
demand for making steel by the open hearth process. There
will soon develop in the United States, and in this country,
a shortage of this type of iron ore.
Possibility of Finding other Iron Ore Occurrences in
this Area
By "this area" is meant the Lake Superior area on the
Canadian side of the line. The sequence of unusual geolo-
gical events that gave rise to the Steep Rock occurrences of
iron ore, is remarkable. It is hardly to be expected that
ore occurrences on such a vast scale will be found elsewhere
within the Lake Superior district. However, the Precam-
brian Shield is large; and to the north, in Labrador, and
around the Hudson Bay watershed are great areas of rocks
where iron ore might be found.
The recent discovery of ore in Labrador is an example.
No doubt, other important iron ore discoveries will be made
when these vast hinterland areas are more thoroughly
prospected.
We must not lose sight of the fact, however, that ores that
might be concentrated or beneficiated occur in great
abundance, in this particular area, tributary to the head of
the lakes. It is not intended to discuss these at the present
time, but undoubtedly these low grade ores will be used in
MAP SHOWING LOCATION OF
THE IRON RANGES om„ LAKE SUPERIOR REGION
Courtesy The Canadian Geographical Journal
Fig. 1 — Map showing location of the iron ranges of the Lake Superior region.
THE ENGINEERING JOURNAL January, 1943
21
Courtesy The Canadian Geographical Journal
Fig. 2 — Map showing location of ore bodies at Steep Rock
Iron Mines.
ever increasing amounts as our supply of high grade ores
diminishes. There are extensive areas of iron formation in
the vicinity of Shebandowan, Shabaqua, east of Lake
Nipigon, and west of Fort William to the American boun-
dary, that might produce large quantities of commercial
iron ore through some method of concentration and bene-
ficiation or both. The New Helen Mine at Michipicoten, is
an example of this.
Canada is a big consumer of iron and steel. Hitherto we
have had to import most of the iron ore for our purposes,
and also many millions of dollars worth of iron and steel as
manufactured products. At the present time we are paying
staggering amounts for such manufactured products, the
exchange alone, last year, • amounting to over twenty-five
million dollars.
Iron ore and coal are the life blood of any country, and
the great prosperity of our neighbour to the south has been
due in large measure to an abundance of these commodities.
Now that we have an abundance of iron ore ready to be
developed, we should use this bountiful gift to our greatest
advantage.
We should manufacture all the iron and steel we ourselves
need, and much more, for export. Special steels, such as
alloy steels should not be neglected. Electrolytic iron will
probably have a considerable field for special purposes,
such as seamless tubing, etc. We should be well to the fore in
securing an adequate supply of cheap electric power for this
purpose. We are not so well supplied with coal, but we have
water power, and we should see that our water power supply
is kept well in advance of requirements. Where there is
water power available at reasonable cost, there industry
will develop. Electric alloying furnaces and electrolytic
iron-producing plants require large quantities of power,
and we should have this power available. A dollar's worth
of iron ore will produce fifty dollars in finished products. Let
us not be hewers of wood, and drawers of water. We have
the brains, let us see that we use them to the best advantage.
Let us adopt and adhere to the policy: Canadian Iron for
Canadian Industry!
22
January, 1943 THE ENGINEERING JOURNAL
THE SPIRIT OF A PEOPLE
JAMES W. PARKER
President, The American Society of Mechanical Engineers
SUMMARY — It is necessary for the country's welfare that
thinking people exert leadership among their fellows. Puhlic
opinion will be formed by the kind of thinking the better in-
formed element of the population is doing. Men must dis-
criminate between truth and fallacy, lest the public mind
mistake shadow for substance. Turn over in your minds the
political doctrines of the past three decades. In innumerable
instances we have plainly allowed professionalized politicians,
professionalized teachers, and professionalized publicists to
mislead us. We have let our system of primary and secondary
education be taken so far out of the hands of the public it
serves that certain professional educators seriously question
the people's right to be heard. Human incentives to work and
progress will be destroyed if some of these teachings are fol-
lowed to their logical conclusion.
Whose duty is it to combat false doctrines? Whose but the
intelligent people now so much engrossed in their private un-
dertakings? We are committed to the perpetuation of the great
ideal of a government which shall reflect in its courses the faith
and the aspirations of a new nation. Its people are becoming
amalgamated to an extent we do not yet realize by the pressure
of great events. They are united now in a common cause. Men
are re-examining their beliefs in the light of the realities of
the present day. I believe devoutly that the people are return-
ing to the failli of their fathers, inarticulately but surely.
That this customary address by the President to the
members of the Society is, by that same custom, given at
the end of his term of office, implies at least an expectation
that he will report something of the year's experience. I
have visited many of the sections and student branches
during the past twelve months although by no means all
of them. My acquaintance with members has been con-
siderably increased and I have learned much from them of
their observations of other people and of their own attitudes
of mind.
The younger men in the student branches are almost all
of them affected directly by the war. Most of these engi-
neering students expect shortly to be in the armed forces
and they are puzzled to know whether or not they will be
given opportunity to make use of their engineering training
or will be able to resume that training after the war. A
wiser national policy might have obviated that problem
and have prevented the almost irreparable waste of trained
man-power now threatened. It is, I suppose, one more con-
sequence of the country's mental unpreparedness for which
a price must be paid. Because of my belief that there will
be great need in the future for men with a thorough training
in the fundamentals of technology, I have urged these
young men to finish their engineering education whenever
circumstances permit ; to finish it now if the time is afforded
them before entering military service, to come back and
finish after the war if need be. I have seen enough of the
effects of the last war on young men's careers to give them
that advice without hesitation.
The members of the Society themselves are for the most
part deeply immersed in the war effort. They are busy in
the traditional ways of engineers, their efforts directed to-
ward the effective adaptation of American industry to the
manufacture of the materials of war. The techniques of
quantity production are applied. Hitherto closely guarded
methods are being pooled to that end. We can be everlast-
ingly grateful that without significant exception, responsible
men in industry have made common cause with their peace-
time competitors. Their engineering staffs are working joy-
ously in this new-found freedom from commercial restraint.
Presidential Address delivered at the Annual Meeting, New York,
N.Y., Nov. 30-Dec. 4, 1942, of The American Society of Mechan-
ical Engineers. Dr. Parker, who is vice-president and chief engineer
of the Detroit Edison Company, Detroit, Mich., is well known to
many Canadian engineers. His address is reproduced here through
the courtesy of Mechanical Engineering, where it appears in the Jan-
uary, 1943, issue.
It is not surprising, I supposed to have found men, never-
theless thoughtful about the future. The admonition of
Past-President Batt in his address to the Society in 1940
that engineers give heed to the changes that will inevitably
be upon us after the war, has given the impetus to some
of this thinking. People are aware of impending social-
economic change. They are aware of the coming impact
upon the existing order of an acquired internal debt of un-
imagined proportions, of the seriousness of the job of shifting
into peacetime pursuits the army of workers now being
trained in the special skills of war production. The produc-
tive capacity of industry is being greatly enhanced, but
there can be no doubt that the genius that made possible
such a conversion of product for war will find means for
shifting back to the ordinary uses of a world at peace. The
question about which men's minds are puzzled is what kind
of a world we shall be living in, what the incentives, what
the opportunities. Engineers are wondering whether the
product of so vast an industrial machine can find a market
or, if not, how the men and women workers now so much
in demand can find employment. There is something sig-
nificant in the fact that members of the engineering pro-
fession are turning their thoughts to such matters. When
changes come, as come they will, the country should this
time have the benefit of the thinking that engineers can
contribute.
After going about the country, my strongest impression
is that the nation is more homogeneous in thought and
purpose than we ourselves have been believing. The variety,
even the diversity, of races that have merged themselves to
make up the American people has brought not disunion but
a marked toughening of the fabric. The racial contributions
have been many and they vary from the stamina and innate
courage of some elements to the imagination, the high in-
tellect, and the sheer inventiveness of others. They are evi-
denced by the breadth of scientific research, going forward,
the capacity for organization, the very adaptability of the
workers. Our fathers planted more wisely than we in this
later generation have believed, and the fruits of their plant-
ing are the manifold accomplishments of a nation formed
out of the raw materials of older countries that have come
to a new world of infinitely greater freedom and opportunity.
One finds proof of it in so many ways. The very names in
the Membership List of the Society bear witness to the
color and variety of the pattern in which this nation is
woven. And with all the singleness of purpose encountered
everywhere, one is aware of an absence of rancor, as of an
older people who have attained tolerance with their matur-
ity. It is one of the strongest indications one sees of their
confidence in the ultimate outcome of the world conflict.
It is implicit, for instance, in the action of our Government
in removing all civil disabilities from the half million or
more of Italian folk rated until a few weeks ago as enemy
aliens.
History is a melancholy record of the decay and over-
throw of institutions and beliefs built up for generations
with long painful effort and devotion. Time and again
nations have indomitably faced devastation and still lived.
They have survived military defeat and revolution and
even the sweeping away of religious concepts and still lived.
Whether a people can survive such changes will depend
upon the toughness of its spirit.
Our national fabric will be tested even though we shall
be spared military defeat. I believe our people now are
facing a trial of their faith in self-government, challenged
as it has not been challenged for generations. Part of the
serious thinking that men are doing is about their own
beliefs and the things their sons are growing up to believe.
THE ENGINEERING JOURNAL January, 1943
23
And they are beginning to discover unsuspected instinctive
preferences such as determine the character of a people.
They are the key to deeply rooted beliefs it has been too
much the fashion to flout in these latter days. It is not much
wonder that strangers have misunderstood the spirit of the
American people. We have ourselves misunderstood it.
Years ago a poet whose authorship some of you will
recognize wrote these verses describing the North American
as seen through the eyes of his own spirit:
His easy unswept hearth he lends
From Labrador to Guadalupe;
Till, elbowed out by sloven friends,
He camps, at sufferance, on the stoop.
Calm-eyed he scoffs at Sword and Crown,
Or panic-blinded, stabs and slays;
Blatant he bids the world bow down,
Or cringing begs a crust of praise;
But, through the shift of mood and mood,
Mine ancient humour saves him whole —
The cynic devil in his blood
That bids him mock his hurrying soul;
That bids him flout the Law he makes,
That bids him make the Law he flouts,
Till, dazed by many doubts, he wakes
The drumming guns that — have no doubts; —
That stings some, even yet; but have we held ourselves in
much better repute ? Have we not been believing prosperity
has weakened our fiber ? The brave concept of a new country
offering sanctuary to the oppressed people of the earth is
well-nigh gone. Jacob Riis and his almost religious belief
that America is a melting pot of diverse peoples from which
a finer civilization will be cast have grown dim in our minds.
Our bookshelves have abounded with historical fiction whose
authors' purpose seems to have been to prove all we had
been taught to revere was but the apocryphal account of
legendary figures little resembling the far different and less
admirable characters of the actual past.
And, as a matter of fact, have we followed very closely
the paths we laid out for ourselves when we were a younger
people ? We know now we might have guided better and
encouraged our immigrant population. We have suffered
injustice and discrimination to mar the record of our indus-
trial growth. In a spirit of sheer selfishness we have unneces-
sarily limited access by other peoples to our markets, and
in admitting this we must admit our own share of respon-
sibility for the troubles of impoverished peoples abroad after
the armistice of 1918.
I believe men are beginning now to understand these
things better, for I think we have been facing realities since
the Japanese attack at Pearl Harbor. We have had to look
to the leaders of our Government to reach grave decisions
— decisions that may make or mar the future of the country ;
and I believe we have come to examine those leaders with
a more discriminating sense. As one thinks over the lives
of the country's statesmen in past crises, the anxieties and
doubts of men faced with awful decisions become very vivid.
I see now no lack of reverence for Washington and Grant
and Lincoln. They stand out of the past, figures of great
moral and intellectual stature. I think Will Shakespeare
was indulging a playwright's impulse to write claptrap when
he said, "The good is oft interred with their bones." We
have so many to indulge the public taste from sensation-
alism that one must see plays and read newspapers with
more than ordinary discrimination.
It is necessary for the country's welfare that thinking-
people exert leadership among their fellows. Public opinion
will be formed by the kind of thinking the better informed
element of the population is doing. Men must discriminate
between truth and fallacy, lest the public mind mistake
shadow for substance. Turn over in your minds the political
doctrines of the past three decades. In innumerable instances
we have plainly allowed professionalized politicians, pro-
fessionalized teachers, and professionalized publicists to
mislead us. We have let our system of primary and secondary
education be taken so far out of the hands of the public it
serves that certain professional educators seriously question
the people's right to be heard. Human incentives to work
and progress will be destroyed if some of these teachings
are followed to their logical conclusion.
Whose duty is it to combat false doctrines ? Whose but
the intelligent people now so much engrossed in their private
undertaking ? "We have left undone those things which we
ought to have done" and I feel certain our sins of omission,
judging from the results, outweigh a hundred times all the
crimes of those Theodore Roosevelt called malefactors of
great wealth.
Ladies and gentlemen, we are committed to the perpetua-
tion of the great ideal of a government which shall reflect
in its course the faith and the aspirations of a new nation.
Its people are becoming amalgamated to an extent we do
not yet realize by the pressure of great events. They are
united now in a common cause. Men are re-examining their
beliefs in the light of the realities of the present day. I believe
devoutly that the people are returning to the faith of their
fathers, inarticulately but surely.
In trie 1917 sequel to the verses I quoted earlier in this
address, Rudyard Kipling described well the hard road we
must travel:
Not at a little cost,
Hardly by prayer or tears,
Shall we recover the road we lost
In the drugged and doubting years.
But, after the fires and the wrath,
But, after searching and pain,
His Mercy opens us a path
To live with ourselves again.
The times cry out for a leader of the spirit of this people.
24
January, 1943 THE ENGINEERING JOURNAL
Abstracts of Current Literature
A TECHNOLOGICAL HIGH COMMAND
From Proceedings of the I.R.E., July 1942.
How fast is the U.S. moving toward it? Too slowly,
for the movement is measured by the rate at which
technical men move up into decisive positions in the
military and war administration.
Technology as a whole — science, development engineer-
ing, industry, and technical labour — is the driving force
against the two great inertias that lose wars.
The first is the inertia of the military mind. Charged with
the safety of its country in war and the leading of men in
battle — responsibilities from which flow its unassailable
right to choose its own weapons — the military mind rests
heavily on the tried and traditional, and is the least open
to innovation of any segment of society. Its technical
branches, therefore, are mainly specification and testing
adjuncts to the top procurement divisions, which, over the
years, have built up close connections with big industrial
suppliers and depend heavily on those suppliers' engineer-
ing departments.
The second great inertia, closely linked with the first in
modern war, is the inertia of industry's heavy investment
in plant and equipment. It tends to hold on to old methods,
machines, and products and resist any sudden changes or
innovations, such as wars demand. This inertia becomes so
great in an advanced industrial society, even in peacetime,
that some of the most advanced technological corporations,
like General Electric and General Motors, spend many
millions of dollars a year combating it. They set up devel-
opment engineering groups — distinct and separate from
the corporation's bread-and-butter engineers working on
products in production. These development groups have no
other purpose in life than to prove that everything the
company makes is no good and can be made better. On
the broader scale of the country and the war, development
engineering is the great missing link in the structure of
U.S. technology for war.
A quick look at three broad technological areas will show
that all is not yet well. The points at which technical de-
cisions are made today are the most critical spots in the
world. For nothing moves — neither money, nor plants,
nor production, nor armies — until the technical decision
has been made as to what is to be produced. Technology is
the initiating force. If the wrong decision is made, or it is
flubbed, or delayed, it may upset a whole series of techno-
logical imponderables that can only be measured approxi-
mately in terms of time, money, and lives wasted.
Take the case of the Napier Sabre liquid-cooled engine.
More than a year ago a British group brought a Napier
Sabre to Washington, fresh from successful tests in England,
to offer it to the army and OPM. It claimed 2,000 hp. It
was looked at by OPM production and looked over by
OPM's aircraft section. Then from March to August, 1941,
the engine rested on blocks at Wright Field, the army
testing grounds, waiting to be tested. Army engineers were
too busy on the military equivalent of bread-and-butter
engineering, or work in production, to get around to it. It
never did get around to NACA — for NACA, though it is
top body in U.S. aeronautical research, is only advisory
and in many cases must wait until a problem or an engine
is presented to it. If the army sits on the problem or the
engine, nothing happens. So still without a test, the Napier
Sabre was turned down by a joint munitions committee of
the U.S. and Britain at Washington. Brass-hats pooh-
poohed its claim to 2,000 hp. and doubted whether that
power could be supported in a frame — though the Napier
Sabre was then flying over England. Not much later,
further development of the Sabre in England shot its per-
formance well beyond 2,000 hp. to -a revolutionary new
peak in engine output.
Abstracts of articles appearing in
the current technical periodicals
The second great technological area is in shortages and
allocations of raw materials. This area is so vast and com-
plicated that no more than a side glance can be given it
here. By an intricate series of relationships, the great short-
ages in metals and materials that develop as the U.S. goes
to total war move back upon one another until finally there
are shortages in everything except wood, clay, and glass.
Unless the highest technological skills in each industry
are brought into full play for maximum expansion of pro-
duction, conservation of materials, substitution of other
materials, and allocation of what materials there may be,
this can be the most destructive phase of total war for the
whole U.S. economy. The total result is a further, un-
healthy concentration of the economy that may never be
reversed. Destruction cannot be escaped in war. Only by
making the highest technology of an industry the guiding
line — which means free exchange of technical advice and
know-how, pooling of patents, and free creation of new
competitive plants and processes — can the destruction be
limited and shortages attacked at their source.
Except for a few bright spots, mostly in the allocation of
hard-pressed strategic metals, this is the darkest side of the
war administration's record. The OPM businessmen re-
sisted any big expansion to begin with, and then adminis-
tered the resulting shortages and necessary allocations
generally on the principle that existing corporate hierarchies
must be maintained so that all might come out of the war
in nearly the same order and positions as they entered it.
Nothing is more vain than the belief that life can be picked
up at some future date where it left off in 1939, and events
are already crumbling the illusion. One of the first fronts
upon which it began to crumble was aluminum, where
war shattered the notion that production could be ex-
panded without creating permanent competition for the
Aluminum Company of America. But the belief hangs on
and still produces delay.
The third large area of technological action is conversion
of industry to war, meaningless without a clear technical
plan. Production may roar on at a terrific pace and still
produce matériel inferior to or merely equal to the enemy's
weapons. For the technology of conversion is again con-
version to what ? The army, for lack of any independent
development engineering, has never had any clear plans
for such relatively new weapons as tanks, beyond over-all
and general combat specifications. Not until late last
February did the tank corps establish its first laboratory
to get the basic physical and psychological data for picking
tank men and adapting machines to them.
Instead of designing a tank engine — a six months' job for
any crack engineering group, and a job that the British did
in three months, the U.S. rushed its M-3 tanks into pro-
duction by pulling a Wright radial airplane engine off the
shelf and making it do. It is now generally admitted that
the radial engine is unsatisfactory for tanks, and M-3's
are being partly discontinued.
Detroit is going about making tanks as it made auto-
mobiles, with all the rigid, corporate lines still up, instead
of settling for one bang-up standardized model in which
each company unit would concentrate all of its engineering
skill on developing a part. Instead of working as a co-
operative whole, engineering staffs are to all practical in-
tents split into three corporate compartments, each work-
ing on a whole tank, and each duplicating part of the work
of the others. This might be the best way to go about
development, if the army followed up by picking the best
tank or best units out of all three tanks and standardizing
on them. But the need for tanks is now so pressing that,
THE ENGINEERING JOURNAL January, 1943
25
once the tanks are along toward production, no army supply
division will have the opportunity to pick and choose. So
the army will use all of them. This will mean a servicing and
supply problem in the field of major proportions; spare
parts for three different engines and transmissions, in addi-
tion to two different kinds of fuel for the gasoline and
Diesel power units. Such makeshifts may be the burning
order of the day. But they don't represent the highest
technology of the world's leader in standardized mass pro-
duction, and two years have been frittered away for lack
of any real technical plan or forethought. It is never too
late to make a start.
THE PIG IRON MARKET
From The Engineer-, (London), October 16, 1942
The allocations of pig iron show for fourth-quarter de-
livery that there will be no contraction in the demand. For
some time past consumers' principal anxiety has been to
obtain the better qualities of pig iron. Far more hematite
could be used than is available, and in consequence there
is a heavy demand for low phosphoric and refined irons,
which are used as substitutes to an increasing degree. For
work in which the use of hematite is essential the Control
releases this quality, but it is becoming more and more
difficult to obtain licences and, of course, consumers who
ask for this quality for purposes for which, in the opinion
of the Control it is not absolutely necessary, have little
chance of obtaining it. Months ago the call for substitutes
created some tightness in the market for pig iron, which
could be most easily substituted for hematite, and the
stringency shows a tendency to become more acute. By
carefully supervising distribution, however, the licensing
authority has been able to maintain adequate supplies of
these alternative irons to consumers employed upon essen-
tial work. It is probable, however, as time goes on that the
release of refined and low-phosphoric pig iron will be even
more restricted. Liberal supplies of high-phosphoric foundry
pig iron are available, and whilst the light castings industry
is poorly employed, it is probable that stocks will increase.
It has been found difficult to utilize the plant of the light
foundries in war work, but over the last few months a cer-
tain amount of work of this description has come their way.
The shadow of concentration, however, still hangs over
the light castings foundries and the tendency which has
been noticeable for foundries to restrict their buying to
hand-to-mouth quantities until full details of the scheme
are available is still apparent in the market. On the other
hand, the heavy foundries and engineering foundries are
important consumers of pig iron, but their requirements
are chiefly of the higher qualities.
OIL AND THE ALASKA HIGHWAY
From Trade and Engineering, London, Sept., 1942
Construction of the Alaska Highway through Canada
and requirements of oil in connection with defence of the
north Pacific coast have given a new importance to the
oil resources in the Fort Norman area on the lower Mac-
kenzie river. Some new drilling in the Fort Norman field has
been done last summer and it is expected that practically all
the petrol requirements of the Northwest Territories will
be supplied from the Fort Norman production.
The actual output from the Turner Valley is limited by
"allowables" to keep within the capacity of the present
pipe-line to Calgary. Although no plans have been announc-
ed for an additional pipe-line from this field, additional
carrying facilities undoubtedly will be provided as soon as
the proved available supply of oil warrants it. Further de-
tailed investigations of the extensive oil sands in the
McMurray area of northern Alberta have been made by
engineers of the Consolidated Mining and Smelting Com-
pany of Canada on behalf of the Dominion Government,
and efforts are being made to solve certain technical prob-
lems of production and marketing. On the recommendation
of the Oil Controller, the Governments of the Dominion
and the Province of New Brunswick are co-operating in
making a serious exploration of the oil shales which are
found in extensive areas in New Brunswick.
WOOD MANHOLE LIDS FILL WARTIME NEED
From National Lumber Manufacturers Association, Washington, D.C.
Wooden manhole covers are helping war booming com-
munities solve a problem posed when the War Production
Board banned the ordinary iron variety.
First tried by Los Angeles county, California, the wooden
manhole covers built of solid timbers specially treated with
a salt preservative to resist termites and decay, have proved
highly successful.
The WPB order was designed to save 500 pounds of
critical metal which normally goes into each cast iron in-
stallation— 250 pounds in the lid and 250 pounds in the
frame. Some cities already have experienced delays in the
installation of sewage facilities for war housing projects
due to a shortage of metal manhole covers.
The Los Angeles county surveyor's office developed the
wooden substitutes and Surveyor Alfred Jones asserts the
idea is suitable for city and county use throughout the
nation.
These wooden lids may be constructed in either circular
or hexagonal design by laminating short lengths of plank.
They may be built in local wood-working shops without
extensive fabricating equipment. Tests show that the pres-
sure-treated wooden covers have ample strength and
durability.
Alfred Jones, Los Angeles County Surveyor, explains the wooden
manhole installation to Miss Beverly Hoyt.
26
January, 1943 THE ENGINEERING JOURNAL
ECONOMY IN THE USE OF NON-FERROUS
METALS
From The Engineer. (London), Sept. 18, 1942
The following statement has been prepared by the Non-
Ferrous Metals Control and issued by the British Standards
Institution on behalf of the Control: — The enormously in-
creased demand for non-ferrous metals for war purposes
and the restriction of supplies make it necessary for the
most stringent economies to be effected in their use. It is
no longer possible to maintain peacetime standards of per-
fection and it is the duty of all to ensure that the quality
of the material employed is never higher than is absolutely
necessary. The need for economy applies to all non-ferrous
metals, including those most commonly used in cast copper
alloys, such as tin. Approximately one-third of all the tin
used in this country goes into copper alloys. It is essential,
therefore, that tin-bearing alloys should never be used if a
tin-free material can be employed, and that, where this is
not possible, the tin content should be reduced to a mini-
mum. To assist users to meet this urgent need, a new range
of standards for copper alloy ingots and castings, Nos. 1021-
8-1942, has been prepared and issued by the British Stand-
ards Institution at the request of the Non-Ferrous Metals
Control. Attention is drawn to these standards, which im-
meditaly supersede certain existing standards. The following
general considerations should be borne in mind: — (a) Never
use a non-ferrous metal or alloy unless it is certain that
there is no substitute available which is in more plentiful
supply; (b) where a non-ferrous material is necessary, use
the least possible weight of the lowest possible grade;
(c) make sure that all scrap is kept clean and free from con-
tamination, use the highest possible proportion of scrap, but
never of a higher grade than is absolutely necessary; (d) do
not hoard your scrap; if you cannot use it for approved
purposes, sell it and put it back into circulation; (e) if you
are accumulating in your works residues such as skimmings,
casters' ashes, sweepings, etc., and cannot re-use them in
your own products, the Control will advise you where this
material can most usefully be directed. With particular
reference to British Standard alloys, the following points
are of importance: — (1) Practically all requirements for cast
gun-metals and brasses can be met from the following
alloys:— For very special applications, 88/10/2 (B.S. 382-3),
88/8/4 (B.S. 1021-2) ; for high-grade work, 86/7/5/2 (B.S.
1023-4); for general work, but only where a tin-bearing
alloy is essential, 85/5/5/5 (B.S. 897-8) ; for general work
in place of tin-bearing alloys, type A brass (B.S. 1035-6) ;
for all work where a copper alloy is not required to have
any special properties, type B brass (B.S. 1027-8). (2) The
most efficient use of scrap is essential. On no account should
the grade of scrap used be of higher quality than that of
the alloy in which it is to be incorporated, unless to counter-
balance the use of a still lower grade of material. (3) When
sufficient supplies of scrap are not available to meet de-
mands, virgin material must be provided. As far as possible,
it must be used only in the highest grades of alloy (e.g.,
B.S. 382-3, B.S. 1021-2, or 2 B 8 phosphor bronze). Virgin
metal or material of comparable quality should preferably
be employed in castings of alloys made direct in one melting
stage. This releases ingot-making capacity for the produc-
tion of lower-grade alloys from mixed or other scrap of an
indefinite composition which requires to be melted in bulk
under properly controlled conditions. (4) B.S. 1025-6, type
A, casting brass, has been designed to take care of the lower
grades of scrap unsuitable for the better qualities of wrought
products. The aluminium content has been kept low to
ensure a good casting material. Elements other than copper
and zinc are impurities and are allowed up to the limits
stated only to cover such quantities as may be present as
impurities in the scrap from which the brass is produced.
(5) B.S. 1027-8, type B brass, has been designed to take
care of the lowest grades of scrap only ; principally material
more highly contaminated with aluminium, which is allowed
as an impurity up to 1.25 per cent. Allowable elements other
than copper and zinc are impurities only and must never
be added intentionally. If proper care is taken to avoid the
contamination and mixing of scrap and swarf the quantity
of material available for use in type B brass should be
greatly reduced.
THE INTERNATIONAL CONTROL OF TIN
From The Engineer, (London), October 16, 1942
Countries supplying more than half the world's total sup-
plies of tin have been overrun by the Japanese and in these
circumstances the International Tin Agreement, which has
been published as a White Paper, has an appearance of
unreality. The signatories to the Agreement are the Gov-
ernments of Great Britain, Belgium, Bolivia, and Holland.
The agreement provides for the setting up of an International
Tin Committee, upon which Malaya has five votes, Bolivia
and the Netherlands Indies four each, and the Belgian
Congo and Nigeria two each. It also provides for three
consumers' representatives, one representing the Govern-
ment of the United States, one consumers in the United
States, and one consumers outside the United States, who
are to "tender advice" to the Committee. By the misfortune
of war, the Governments of Belgium and Holland are oper-
ating from London, whilst the tin resources of Malaya and
the Dutch East Indies are in the hands of the Japanese.
The Belgian Congo, however, remains under the control
of the Dutch Government. In the opening paragraph it is
stated that the signatory Governments "consider that it
is necessary and advisable that steps should be taken to
regulate the production and export of tin in and from pro-
ducing countries, with the object of keeping world's stocks
at a normal figure, adjusting in an orderly manner supply
to demand, and, at the same time, making available all
the tin that may be required and preventing rapid and
severe oscillations in price." The Agreement provides for
standard tonnages, which are defined as the annual rate of
permissible metallic tin when the quota is 100 per cent;
quotas are the percentage of standard tonnages which may
be exported in any quarter of the year. The standard ton-
nages are given as Belgian Congo, 20,178 tons; Bolivia,
46,768 tons; Malaya, 95,474 tons; Netherlands Indies,
55,113; Nigeria, 15,367 tons; total, 232,900 tons. The agree-
ment provides that the stocks of tin and tin in concentrates
within any territory shall not at any time exceed 25 per
cent of the standard tonnage of that territory. The Inter-
national Tin Committee may, however, permit this per-
centage to.be exceeded in particular cases. Needless to say,
under the present conditions of restricted supply the present
quotas are fixed at 105 per cent. Probably, the idea in en-
tering upon a restrictive agreement at this time is to ensure,
so far as possible, the continuation of the international con-
trol over the production and export of tin after the war.
MORE CANADIAN AIR SERVICES
From Trade and Engineering, (London), Sept., 1942
The Canadian Pacific Railway Company has brought
under its control ten air transport companies serving Lab-
rador, northern Quebec, north-western Ontario, the north-
ern reaches of the Prairie Provinces and British Columbia,
the Yukon, and the shores of the Arctic Ocean, and has
now inaugurated regular air services to vast areas in the
Dominion's "hinterland".
This replacement by a single system — namely, Canadian
Pacific Air Lines — with an excellent organization and strong
financial backing of the former independent companies
sometimes referred to as "bush lines," establishes northern
commercial aviation in Canada on a sound basis. It has
special importance at this time because of the great increase
in air traffic in connection with the defence of the Pacific
coast and Alaska, but it will have a longer range value as
well in facilitating the opening of the northern territories
and the utilization of their rich natural resources.
THE ENGINEERING JOURNAL January, 1943
27
FIFTY-SEVENTH ANNUAL GENERAI!
TORONTO -R
THURSDAY AND FRIDAY !
THE ENGINEEI
W. S. WILSON
Oeneral Chairman
ROBERT F. LEGGET
Chairman of the Papers Committee
■iHIBHI
PROGlfo
THURSDAY, FEBRUARY 11th
STANLEY R. FROST
Chairman of the Publicity Committee
9.00 a.m.— REGISTRATION.
9.30 a.m.— ANNUAL GENERAL BUSINESS MEETING. Announcement of
election results. Address of retiring president. Dean C. R. Young.
11.00 a.m.— THE ENGINEERING FEATURES OF CIVIL DEFENCE.— A
general discussion, under the chairmanship of John E. Armstrong,
of the work of the Institute's Committee on this subject.
12.30 p.m.— LUNCHEON MEETING, to be addressed by Brig.-General C.
L. Sturdevant, Assistant Chief of Engineers, U.S. Army, Washing-
ton, D.C. on The Alaska Highway.
2.30 p.m.— INDUSTRIAL RELATIONS— Presentation of certain fundamen-
tals, as a basis for discussion. Professor M. S. Viteles, Professor
of Psychology at the University of Pennsylvania, and Director of Per-
sonnel Research and Training for the Philadelphia Electric Company,
will speak on A Scientific Approach to the Problems of Em-
ployee Relations. Dr. Bryce M. Stewart of the Industrial
Counselors Inc., New York, until recently Deputy Minister of
Labour for Canada, will speak on The Role of the Industrial
Relations Executive in Company Management.
7.30 p.m.— ANNUAL BANQUET AND DANCE. (Dinner Jackets).
AN EXHIBITION
The Conservation of Critical
Materials
The Department of Munitions and
Supply has organized at 55 Bathurst
Street, Toronto, a remarkable exhibition
of machine parts, components, castings,
forgings, etc., illustrating what can be
achieved in conserving critical materials.
All who have seen it agree that the ex-
hibition is a remarkable testimony to
engineering skill in design, fabrication,
and production.
The exhibition will be open throughout
the meeting but special arrangements are
being made to accommodate members of
the Institute, and of the Association of
Professional Engineers of Ontario, during
Saturday morning, 13th February.
NICOL MacNICOL
Chairman of the
Entertainment Committee
Special return tickets are supplied by the railways at the rate of one and a half of th
28
lND professional meeting
OYAL YORK HOTEL
IBRUARY 11th and 12th, 1943
ND THE WAR
1ME
FRIDAY, FEBRUARY 12th
).30 a.m.— TECHNICAL PROBLEMS OF WAR PRODUCTION. This ses-
sion is planned in close consultation with the Department of Muni-
tions and Supply. Conservation of Critical Materials is the first
general subject which will be discussed.
The subject of Statistical Control of Quality in Production will
then be introduced to the meeting. Reference to pp. 11-17 of this
issue of the Journal will show the interest aroused by this matter
in Great Britain. A discussion will follow.
2.30 p.m.— LUNCHEON MEETING to be addressed by Desmond A. Clarke,
Director-General of Shipbuilding, Department of Munitions and Sup-
ply, on The Battle of the Shipyards.
2.30 p.m.-
POST-WAR PLANNING AND RECONSTRUCTION. Warren
C. Miller, chairman of the Institute Committee on Post-War Prob-
lems, will preside. Principal F. Cyril James, of McGill University,
and chairman of the Federal Government's main Committee on Recon -
struction will open the discussion. General discussion will then be
invited.
3.30 p.m. — JOINT SMOKER with the Association of Professional Engineers
of Ontario.
DR. F. A. GABY
Chairman, of the Finance Committee
DR. A. E. BERRY
Chairman of the Hotel Arrangements
Committee
LADIES' PROGRAMME
A special programme of entertainment
for the ladies is being arranged which in-
cludes visits, an afternoon tea and an
informal party on the Friday night.
Visiting ladies will be the guests of the
Branch at both luncheons.
C. F. MORRISON
irman of the Registration Committee
W. E. BONN
Chairman of the Reception Committee
lar one-way fare for persons traveUing in groups of ten or more on the going trip.
29
From Month to Month
NATIONAL SELECTIVE SERVICE
By the time these words are read National Selective
Service as an entity will have disappeared. After almost
ten months of trial on another basis, the Government has
decided to turn over to the Department of Labour all con-
trols for manpower. There will not be great changes in legis-
lation, and in form at least, the new set-up has much in
common with that established by the former director,
Elliott M. Little. It is inevitable that some revisions will be
required, and doubtless the announcements about to be
made will take care of them.
In theory at least the control of manpower through the
regular divisions of the Department of Labour is a sensible
plan, but no plan is as important as the people who ad-
minister it. It is to be hoped that the officials of the depart-
ment do not overlook this fundamental truth. Up to the
time of writing, with only a part of the plan disclosed, there
are insufficient indications of the acceptance of this principle.
Selective Service properly recognized and administered
should be larger than the Department of Labour itself. If
it is planned to make it only an adjunct of the department,
nothing but miserable failure can follow, and frankly there
have been enough of these already in our manpower and
labour policies. It is the wish and hope of every citizen
that the Government sees the size and importance of the
task to be done, and makes its immediate plans accordingly.
In times like these we cannot afford the luxury of bungling.
Probably no group of people are more concerned with
manpower supply and control, than are the engineers. Them-
selves, a substantial section of manpower, they are interested
almost beyond any other group in labour — both skilled and
unskilled. The success or failure of a system of labour supply
and control is of great importance to them, not only in their
own projects but in the broader field of their interest in
the welfare of the country.
In this instance, Canadian engineers have still another
interest. Up until recently, selective service had been largely
in the hands of engineers. With the sudden and resounding
resignation of the director, who was an engineer, questions
entered the minds of members of the profession. The Engi-
neering Journal is not the medium through which the an-
swers to these questions should be conveyed, but it should
be safe ground to make unbiased comment on the work
done by the director and these engineers on his staff who
supported him.
Few people, not themselves a part of the service, will
have any idea of the size and complexities of the setting
up and operating of a national service for manpower control.
Starting with only a director, and an assistant, and unsuit-
able legislation, about which selective service itself had ab-
solutely no say, and almost no knowledge up to the day it
was announced, it struggled valiantly and intelligently
through months and months of days and nights, to gather
information and make plans without which it could not
possibly succeed, and without which it should never have
been inaugurated.
At the time of the director's resignation, much had been
accomplished. New and more suitable legislation had been
obtained; a greatly augmented field force had been estab-
lished; divisions that had to do with statistics, planning,
allocation, public information, enforcement and so on were
working efficiently, public support was being received from
all sides, both labour and management were cooperating and
supporting the service excellently, and the controls were
working.
The director's resignation was so well publicized that
everyone must be familiar with it. He stated simply that
in view of the needs, the work was not being done sufficiently
well, and that without the addition of some clarifying legis-
lation and necessary cooperation, he could not hope to
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
accomplish the task which he had assumed when accepting
office.
All this is reviewed here, not to unduly eulogize or em-
barrass anyone, but to indicate clearly that as engineers,
the readers of the Journal may be well satisfied with the
contribution to public service made under unusual and ad-
verse conditions, by a member of their own profession.
Canada is much better off for having had Elliott Little
inaugurate and establish National Selective Service, and
fellow engineers have good reason to be proud of his con-
tribution to the solution of One of the nation's greatest
problems.
THE GENERAL SECRETARY RETURNS
The resignation of the director of National Selective Serv-
ice, and the subsequent reorganization of that service, have
made it possible for the assistant director — our general
secretary — to withdraw from that activity and again devote
his full time to the affairs of the Institute. While the Insti-
tute was pleased to perform a national service by lending
him to the federal Department of Labour, it has felt that
increasing activities within our organization have made his
return to headquarters very desirable.
Mr. Wright's original purpose in going to Ottawa was to
aid in establishing a system of controls for technical man-
power. He was made assistant director of the Wartime
Bureau of Technical Personnel, and remained in that office
for over a year. Upon the appointment of E. M. Little, then
director of the Bureau, as director of National Selective
Service, Mr. Wright, with Council's consent, transferred
with him, as assistant.
For almost two years, Mr. Wright has been working
strenuously in the interests of the engineering profession
and of labour. His main achievement, perhaps, was the
establishment of the Wartime Bureau of Technical Person-
nel. He was a member of the delegation that interviewed
Dr. Bryce M. Stewart, then deputy Minister of Labour, to
arrange for the establishment of the Bureau. It was he who
recommended E. M. Little to the other societies as a
"possible" for the post of director, and it was he who per-
suaded the officers of Mr. Little's companies to permit him
to undertake this work. Mr. Wright's ability to appraise
people was shown not only by his recommendation of Mr.
Little as director, but also by his selection for the Bureau
of such persons as H. W. Lea, J. M. Dymond and I. S.
Patterson, the three principals of the Bureau today. The
Bureau, still carrying on its important work under the
guidance of these gentlemen, must be a source of much
satisfaction to Mr. Wright.
Mr. Little's transfer to National Selective Service took
Mr. Wright into that field also. In the first hectic months
of that new activity, he had to play many parts aiding the
director in fields of administration, organization, planning,
and enforcement. Ultimately, in the clarification that came
with time, he became head of the division of enforcement.
Notwithstanding the many other calls upon him during
the past two years, Mr. Wright has found time for frequent
consultations with the officers of the Institute and with
headquarters, and has managed to attend all meetings of
Council.
Officers and members of the Institute, and the head-
quarters staff, will certainly welcome his return to full-
time duty with the Institute. We appreciate his work at
Ottawa, which has made the Institute's gond name known in
so many new directions, but his return to our ranks will
fill a long-felt want and we shall be glad to have him back
at Mansfield Street.
R.J.D.
30
January, 1943 THE ENGINEERING JOURNAL
POST-WAR RECONSTRUCTION
During the month of November, members of a sub-
committee named by the Dominion Government held a
series of informal conferences in western Canada to discuss
the development of Canada's water and power resources in
relation to post-war problems. This committee was headed
by Dr. J. B. Challies, m.e.i.c, vice-president, The Shawini-
gan Water and Power Company, and formerly director of
the Dominion Water and Power Bureau, and included Dr.
J. J. O'Neill, m.e.i.c, dean of engineering, McGill Univer-
sity, Dr. L. C. Marsh, formerly director of social research
at McGill University, and Mr. Victor Meek, m.e.i.c,
Controller of the Dominion Water and Power Bureau, who
acted as technical consultant.
Dr. Marsh is research adviser to the Committee on
Reconstruction set up under the chairmanship of Dr. F.
Cyril James, principal of McGill University, as an advisory
body to report to a Dominion Committee of the Cabinet
on reconstruction policies and activities in Canada and
abroad following the war. Under this main committee, a
sub-committee under the chairmanship of Dr. R. C.
Wallace, Hon. m.e.i.c, principal of Queens University, has
been working on the relationship of post-war problems to
the conservation and development of Canada's natural
resources. Dr. Challies and Dr. O'Neill, as members of the
latter committee, have been concerned particularly with
the post-war development of Canada's water and power
resources.
Since these water resources are largely administered by
the provincial governments it was considered advisable to
hold a series of regional conferences. Accordingly, four
western Canada meetings with provincial officials and
others directly interested in the development of water
resources were held at Winnipeg, Regina, Calgary, and
Vancouver. The purpose was to obtain a wide view of the
present situation with respect to water and power resources
and the overall planning necessary for further development
of these resources in the post-war period as an aid to
rehabilitation. Several of the provinces have already been
studying the problem and it was felt that the exchange of
views and informal discussions at these conferences were
of real value in co-ordinating the Dominion and provincial
viewpoint with respect to the utilization of water resources
in post-war planning.
The discussions at Vancouver indicated that the province
of British Columbia possesses immense reserves of unde-
veloped water power but the extent to which these water
resources could be used to advantage is dependent on
finding suitable industries to use the energy produced. It
was suggested that the possibility of locating industries in
British Columbia to produce aluminum, magnesium, iron,
steel and other products requiring large blocks of power be
investigated in relation to probable markets after the war.
In the prairie provinces the water supply is mainly
interprovincial and international. The prairie region, with
its comparatively low precipitation, is in itself not con-
ducive to a reasonably dependable surface water supply
and is dependent on water originating in the Rocky Moun-
tains on the West and in the innumerable natural lake
reservoirs of the Canadian Shield draining into Manitoba
from the East. The entire settlement and further develop-
ment of the prairies in the post-war period is dependent on
the conservation and utilization to the fullest extent to
the available water resources for irrigation, water power,
domestic, municipal and industrial purposes. It was
emphasized at the conferences that overall planning on a
watershed basis is essential to ensure that the limited water
supplies available are used to the best advantage.
It was suggested that the construction of further irriga-
tion projects within the drought area offered particular
advantages for inclusion in post-war rehabilitation plans.
Attention was directed to the St. Mary and Milk Rivers
irrigation project as an example, and through the courtesy
of Mr. P. M. Sauder, m.e.i.c, director of water resources
for Alberta, members of the committee were given an
opportunity of spending several days looking over the
present irrigation development in southern Alberta. The
committee were favourably impressed with the possibilities
of the St. Mary and Milk Rivers project to provide employ-
ment and land settlement opportunities during the imme-
diate post-war period.
The St. Mary and Milk Rivers are international streams
which are apportioned between Canada and the United
States by treaty. The project is designed to provide the
necessary storage reservoirs and diversion canals for the
full use of Canada's share of these waters to irrigate an
additional 345,000 acres at a cost of about $43.00 per acre.
The Engineering Institute Committee on Western Water
Problems, under the chairmanship of Mr. G. A. Gaherty,
m.e.i.c, president of the Montreal Engineering Company,
Limited, Montreal, Que., in a report dated June 15, 1941,
strongly recommended that an agency be constituted by
the Dominion and provincial governments to undertake
the development and that funds be made available for an
early start on construction.
More recently a committee representing the interested
departments of the Dominion Government and the Province
of Alberta was established by Order in Council under the
chairmanship of Mr. Victor Meek, m.e.i.c, controller,
Dominion Water and Power Bureau, to make a thorough
study and comprehensive report on all aspects of the
proposed St. Mary and Milk Rivers irrigation develop-
ment. The final report of this committee, dated February
16, 1942, recommended the development as a post-war
measure under the terms of a suggested co-operative agree-
ment between the Dominion and the Province of Alberta,
providing for a division of the cost and a programme of
development extending over a period of 15 years. Members
of the Institute who are interested in this report may
obtain copies from the Dominion Water and Power Bureau
Department of Mines and Resources, Ottawa, Ont.
FRIENDLY CRITICISMS
From time to time, the General Secretary's mail contains
letters calling attention to some matter which, in a mem-
ber's opinion, deserves consideration. Such letters are wel-
come, because they may give an opportunity for Council,
or for the appropriate committee, to make desirable changes
in procedure, or to do something which otherwise might be
overlooked. In any case they are valuable as indicating the
views of at least a part of the membership on the way in
which the Institute's activities should be conducted.
One of our members who joined the Institute soon after
his recent arrival in Canada, has noted some features in
our branch meetings which, he thinks, could be improved.
As a comparatively new member, he feels somewhat diffident
in expressing his views, but he asks the Council to take
such action as they may consider advisable in the matter.
His courteous letter makes certain suggestions which are
timely, and his very proper action is appreciated.
The course he has followed is much more helpful than
that of persons who merely grumble about such sins of
omission or commission as in their opinion mar the record
of a governing body or a committee of the Institute, but
who do nothing about it.
Our correspondent is grateful for the welcome he has re-
ceived in Canada since he has benefited by the meetings
he has attended, he desires to add to the usefulness of the
Institute, particularly as regards its branch meetings, by
suggesting certain changes in the way they are handled. He
thinks that on many occasions our technical meetings would
be more satisfactory (a) if they began more punctually;
(b) if the time taken by the author for his presentation
were more strictly limited, or indeed, when advance copies
are available, if the author would present his paper in ab-
stract only, taking say 20 minutes; and (c) if at least 45
minutes were retained for the discussion, the author being
THE ENGINEERING JOURNAL January, 1943
31
allowed a further 15 minutes for his closure. In short, our
kindly critic thinks that some lack of system is apparent
at our meetings.
We can assure him that none of the points he raises are
now brought up for the first time. In fact, they involve a
number of old familiar difficulties which have so far resisted
all efforts to cope with them effectively. Time and again,
they have been scotched but not killed. But the struggle is
not yet over.
Take the starting problem first. Here we think there is
usually little cause for complaint. But what is a chairman
to do when the author is late or the slides are not at hand,
or the audience insists on staying and talking outside the
hall ? These are only a few of the possible causes of delay.
Obviously, punctual commencement depends on the co-op-
eration of a considerable number of people, and can only
be secured if they all do their part.
As regards the author, his paper and the manner of its
presentation, it must be remembered that our technical
papers — particularly those presented at branch meetings —
are prepared, often at considerable personal inconvenience,
by people who have many other and more pressing duties.
It is not surprising, therefore, that it is seldom possible for
the author to send in his manuscript (and illustrations) so
long ahead of the meeting date that it can be printed in
time for distribution then. And authors have a way of
wanting to revise their papers as soon as they see them in
print, also their original illustrations are not always suitable
for reproduction. If there can be no advance copies of a paper
it is hard to arrange for adequate discussion, because the
speakers have had no opportunities to consider the author's
views.
The plea for brevity in the author's presentation has real
appeal, as also has the idea of having the paper read in
abstract. But at our Institute and branch meetings, the
audience generally and rightly includes many whose detailed
engineering knowledge does not cover the precise subject
of the paper. Thus a somewhat fuller presentation is desir-
able than would be needed if all were specialists with the
same specialty. The author has to bear his audience and
readers in mind when he is writing. The abstract system
has been tried and has been found possible to only a very
limited extent. Although all authors are asked to prepare
abstracts, not all of them do so.
Reams might be written about the organization and con-
duct of technical meetings, but enough has been said to
indicate the kinds of difficulties which have to be met by
the paper committees of the Institute and its branches,
by our branch secretaries, by the annual meeting commit-
tees, and by the headquarters staff. It seems fair to add, that
when one considers the large number of technical sessions
held annually by the Institute and the great variety of local
conditions under which the meetings take place, it is grati-
fying to find that cases of friction or dissatisfaction are so
rare. Our speakers, chairmen, and branch secretaries are in
fact to be congratulated on the effective manner in which
their duties are performed. It is only on exceptional occa-
sions when some unexpected difficulty arises that real cause
for criticism appears.
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.
WASHINGTON LETTER
Several months ago this letter commented on the Cana-
dian war effort as seen from Washington. I recently re-
turned from a week's hasty visit to Montreal, Ottawa, and
Toronto, to take a closer look at certain aspects of Canada's
war production. I visited a number of plants covering a
representative cross-section of Canadian production and,
while in Ottawa, talked to a number of key people. My
visit certainly sustained the impression that Canada is doing
a marvelous job. True, the closer view revealed one or two
"stresses and strains". For instance, the manpower affair
was a little unfortunate. A few words of comparison on
several scores may be of interest.
Part of my work in Washington has involved finding
my way around the various scientific and semi-scientific
bodies in the United States. Much of the research work on
the instrumentalities of war is conducted at the instigation
of the Army or Navy by the Office of Scientific Research
and Development which was set up not long ago and which
draws its authority directly from the President. Under the
O.S.R.D., which is under the direction of Dr. Vannevar
Bush, is the National Defense Research Council and also
the Committee on Medical Research. In addition, of course,
both the Army and the Navy have research facilities of
their own. For instance, the Quartermaster Corps carries
out a considerable research programme and, of course, the
Ordnance Department does a great deal of work in its own
field and issues a number of reports. To carry out research
in the actual production field, the Office of Production
Research and Development was recently set up under the
direction of Dr. H. N. Davis. This Office will function in
cooperation with the War Production Board. There is also
the National Research Council and the National Academy
of Science. The National Academy of Science, founded by
President Lincoln in Civil War days, is in the nature of a
Scientific Senate. In addition to these scientific bodies, there
are also the permanent bodies such as the Bureau of Mines,
the Bureau of Standards and the various scientific offices
of the Department of Agriculture. Most of these scientific
organizations "farm out" a considerable amount of their
work to Research Departments of major universities, such
as Massachusetts Institute of Technology or the Stevens
Institute. If we consider a specific problem such as synthetic
rubber, we find that nearly all these bodies are doing work
of some sort in connection with the problem and that there
is also a Technical and Research Division under the Rubber
Controller. The above résumé only scratches the surface
of the vast network of scientific bodies in the United States.
The various branches of the War Production Board such
as the paper section, or chemical or rubber or metals sec-
tion, have really excellent scientific bureaux attached to
them; the Board of Economic Warfare has a well staffed in-
dustrial and technical section. While the end result of all
this activity is very commendable, there is a great deal of
duplication and considerable possibilities of confusion.
By comparison, the Canadian situation is very much
simpler. As in all other phases of Canadian war organization,
a considerable degree of unification has been achieved. All
scientific research and development is under control or
supervision of the National Research Council. The National
Research Council, in turn, maintains a complete liaison
with all of the various scientific bodies in the United States
and the United Kingdom. Through this one body, Canada
is kept fully abreast of scientific developments throughout
the world, and is at the same time in a position to make a
very real contribution by virtue of being able to bring to
bear the fully coordinated scientific resources of the Domin-
ion. The National Research Council is headed by Dean
J. C. Mackenzie, who, of course, is well known to all mem-
bers of the Engineering Institute of Canada. The various
war technical bodies are closely related to the National
Research Council. For instance, the Inventions Board, and
the War Technical and Scientific Development Committee
are both chaired by Dean Mackenzie, and the Army Tech-
32
January, 1943 THE ENGINEERING JOURNAL
nical Development Board includes Dean Mackenzie as a
member. In discussing the scientific set-up with Dean
Mackenzie recently, he admitted that the unity of control
which had been achieved by the National Research Council
would probably not be possible in a country much larger
than Canada.
One of the most interesting and important lines of en-
deavour in connection with war production is in the field
of conservation. The Conservation Division of the War
Production Board is a very large and well organized unit.
The Canadians are represented on this Board by Mr. Hilton
Wilby, and, as a result, it is my understanding that the
liaison between Canada and the United States is very much
more complete than for any other part of the Empire. The
new Conservation Committee recently set up in Canada
by direction of Mr. H. J. Carmichael, under the chairman-
ship of Mr. C. B. Stenning, has already accomplished much
useful work. The meeting in Toronto of munitions manu-
facturers and the conservation exhibit was a brilliant and
(insofar as I am aware) a new venture in conservation
technique. It was my privilege to discuss this work with
Mr. Carmichael and to attend the Conservation Committee
Exhibit at Toronto, and one cannot fail to be impressed by
the importance of the work which is being accomplished.
Another point for the record as far as Canada's war effort
is concerned is her appointment as a full fledged member
of the Joint Production and Resources Board in full part-
nership with the United States and United Kingdom. This
move was made in recognition of the fact that Canada is
now the third largest producer in the United States-British
Commonwealth group.
One cannot emphasize too often the splendid job which
is being done by Canadian shipbuilding yards. Statistical
studies indicate that, in the main, Canadian shipbuilders
are holding their own against the Kaiser records, and, in
some cases, even doing better. During my visit to Canada,
I was invited to witness the launching of one of the 10,000
ton freighters. Canada's projected part in the merchant ship
programme for 1943 is very far in excess of her per capita
share. The difficulties of the shipping situation are taxing
the creative genius of the engineering profession in many
ways. Far reaching experiments are being conducted with
all types of cargo carrying vessels. A large programme of
concrete ships is at present underway in the United States,
although little is being said about this programme until the
ships have been fully tested. Many novel methods of con-
struction, forming, concrete placing, reinforcing, etc., are
being tried out in this programme. When the story can be
told, the art of reinforced concrete construction will be
considerably further advanced. Then, of course, there was
the Sea-Otter and its successor the Sea-mobile which is
now being built for full scale tests. Some publicity has also
been given recently to the so-called Phantom ship which
travels in a convoy and is operated by remote control. One
of my most interesting experiences recently was a visit to
the U.S. Navy Yard gun factory. Here again, advances
made in recent years will make very interesting reading
when they can be told. One gets a tremendously favourable
impression as well as a vast sense of the complication of
modern war from a visit such as this. It is a real experience
to stand next to the breech mechanism of a 16-inch gun!
E. R. Jacobsen, m.e.i.c.
CORRESPONDENCE
Hamilton, Ont.,
December 13th, 1942
L. Austin Wright, Esq., m.e.i.c.
General Secretary,
The Engineering Institute of Canada, Montreal, Que.
Dear Mr. Wright,
As I approach my last chapter as secretary of the Hamil-
ton Branch, I am mindful that it has been only a very
insignificant portion of the great history the Institute is
writing for Canada.
It has been a great honour and a greater pleasure to serve
with those like you and Louis Trudel and if I may be
permitted to say that if my term has been one of success to
the branch it is because of your help and that of the various
chairmen and every member.
Engineers have often been looked on as a little slow in
the battle of life, but it seems to me that, perhaps, instead
of being slow the true engineer has a little of the happy and
contented philosophy of the Chinese. In all the six years of
my duties I have never seen one hand grasping for personal
aggrandizement or delivering a dirty blow.
I have tendered my resignation because there are some
other matters I hope to be able to give useful attention to
and also because it seems only fair that another member
should have an opportunity to enjoy the many pleasures that
present themselves to the secretary-treasurer of a Branch.
Bill Brown is a true gentleman and my help will always
be at his disposal.
I know that at the Annual Meeting they will thank me
for what I have been able to do, however small it may have
been, but I am very sincere when I tell you that my own
feeling is one that calls for my thanks to every officer and
member that it has been my privilege to do business with.
Wishing you a very Happy Christmas,
I remain, yours sincerely,
(Signed) A. R. Hannaford, m.e.i.c.
9 Waterloo Place, London, S.W.I. , July 25th, 1942.
Dear Mr. Wright,
It was indeed a pleasure to receive your letter of June 1st
informing me that the Council had again remitted the fees
to the Institute of members in this country. I am sure that
my fellow members over here will agree that it is an honour
largely undeserved, though much appreciated, because we
read and hear many reports of the great expansion of Cana-
dian industry to take care of the ever-rising output of war-
like stores. This is, of necessity, largely due to our fellow
members who have stayed behind and without whom it
would not have been possible.
I personally, have left active soldiering for the time being,
to take up an appointment with the Armaments Inspection
Department on the inspection and proof of gun carriages
and mountings. It is most interesting work and is giving
me very valuable experience in British manufacturing
methods and conditions.
The Journal is arriving regularly and I find it most
interesting as do English friends to whom I pass it on.
Thanking you for your kind thoughts, I am,
Yours sincerely,
(Signed) R. B. Wotherspoon, jr.e.i.c
THE ENGINEERING JOURNAL January, 1943
33
HENRY HAGUE VAUGHAN
On the afternoon of December sixteenth the many friends
of Henry Hague Vaughan assembled at Christ Church
Cathedral, Montreal, to take part in his funeral service.
Six past presidents of the Engineering Institute of Canada,
representatives of other technical societies of which he was
an honoured member, railway officials, business associates
and fellow engineers joined in paying respect to the memory
of one of Canada's foremost mechanical engineers and ad-
ministrators. He died on December eleventh. Had he lived
a few days longer, he would have passed his seventy-fourth
birthday.
Born in England, at Forest Hill, Kent, he was educated
at Forest House School and at King's College, London. He
then served his time as a special apprentice at Pat ri croft,
Lancashire, in the shops and
drawing office of Nasmyth,
Wilson & Company, the works
originally established by James
Nasmyth, inventor of the
steam-hammer. The training
received there, together with
extensive later shop experience
elsewhere, gave him that thor-
ough grasp of mechanical de-
tails and engineering processes
which was afterwards to serve
him in such good stead.
In 1891, after some months
of work in the locomotive
shops of two English main line
railways, he went to the United
States, entering railway service
there first as machinist, later
as draftsman, and then as
assistant engineer of tests at
St, Paul, for the St. Paul Min-
neapolis and Manitoba Rail-
road.
In 1898, he became mechan-
ical engineer of the Philadel-
phia & Reading Railroad, and
then of the Q. & C. Company,
Chicago. After two years as
Assistant Superintendent (and
later as Superintendent) of
Motive Power at Cleveland for
the Lake Shore and Michigan
Southern, he came to Mont-
real, in February, 1904, in the
same capacity for the Canadian
Pacific Railway. In Decem-
ber, 1905, he was appointed assistant to the vice-president,
a position in which he had general charge of the design and
construction of locomotives and car equipment, the main-
tenance of equipment east of Fort William, and the opera-
tion of the well-known Angus shops. At that time the road
was at the beginning of a ten year period of rapid growth
and the responsibility of obtaining and maintaining the
necessary equipment was no light one.
His first task was the standardization of the many types
of locomotive then in service on the Canadian Pacific Rail-
way, this resulted in greatly simplified maintenance. He
undertook a great deal of experimental work on new types
of equipment. Considerable saving followed his adoption
of thermostatically controlled feed water heaters. Later he
was a pioneer in the successful application of superheated
steam to locomotives, a course which he first advocated in
1905. This required extensive investigation of problems re-
garding valve design, new types of piston packing, and
cylinder lubrication. The Canadian Pacific Railway adopted
superheating some years before the United States roads
H. H. Vaughan, M.E.I.C
recognized the advantages of the practice. The many other
developments in which Mr. Vaughan was interested included
improvements in the balancing of locomotives to avoid rail
breakages, and the design of what were at that time the
most powerful rotary snow ploughs in North America. They
were needed to deal with the huge snow slides which occur
from time to time in the mountain divisions of the road.
Mr. Vaughan was in fact an inventor, and always had tests
and experiments under way. Many of these resulted in
notable economies in operation.
He remained in the service of the Canadian Pacific Rail-
way until 1915, his last achievement before his resignation
being the adaptation of the Angus shops and equipment to
various forms of necessary war work. In this way he became
one of the leaders in improvis-
ing and designing machinery
for the mass production of
shells and cartridge cases, the
manufacture of which was one
of Canada's main contribu-
tions to the war effort in 1915-
1918. An example of the way
in which the Angus shops, un-
der his direction, met urgent
needs, was the design of four
250-ton and one 300-ton presses
for making shell forgings fol-
lowed by their successful con-
struction and delivery in
twenty and thirty days respec-
tively from the time the order
was first discussed. Similarly,
prompt action was taken in
respect to the 800-ton hydrau-
lic presses needed for the pro-
duction of 18 ft. brass cart-
ridge cases. In these and other
instances the manufacturing
processes were of a kind which
had not been carried out pre-
viously in Canadian work-
shops, except on a very small
scale in the Dominion Arsenal
at Quebec. The Arsenal's in-
formation and experience, how-
ever, were freely placed at the
service of munitions contract-
ors, and proved of very great
value in the early stages of
their work.
After resigning his executive
position with the Canadian Pacific, Mr. Vaughan was
retained by the railroad as a consulting engineer. His
activity continued, however, as regards the production of
munitions, for he became president of the Montreal
Ammunition Company and subsequently vice-president of
the Dominion Copper Products Company. In 1916 he became
vice-president of the Dominion Bridge Company. All these
firms were then engaged in war work.
After the war his consulting work developed along ad-
ministrative and financial rather than strictly technical lines.
He became president of the Canadian Foreign Investment
Corporation, and held directorships in a number of other
concerns. In recent years he took a leading interest in the
establishment and operation of the Portland cement indus-
try in Brazil.
In 1906 he joined the Engineering Institute of Canada
(then the Canadian Society of Civil Engineers), holding
office as a member of Council in 1910-1911, as vice-president
in 1912, 1913 and 1914, and as president in 1918. He was
largely instrumental in the work of reorganization which
34
January, 1943 THE ENGINEERING JOURNAL
culminated in the change of the Society's name in 1918
and he was in fact the first president of the Engineering
Institute of Canada. He was concerned not only with the
active functioning of the Institute as regards the dissemi-
nation of professional knowledge but also as regards the
recognition and legal establishment of the engineer's pro-
fessional status in Canada, and the regulation of profes-
sional practice. In his presidential message he pointed out
that "the change in name implies the attempt to unite all
engineers in Canada, to whatever branch of the profession
they may belong, into one society." He followed with in-
terest the discussions which took place on these matters
between 1920 and 1930 and in that year succeeded past
president S. G. Porter as chairman of the Institute Com-
mittee on Relations of the Institute with the Professional
Associations. That committee's work terminated in the for-
mation of the "Committee of Four" (all representatives of
the Associations), a body which gave rise to the present
Dominion Council of the Engineering Profession. Mr.
Vaughan lived to see the conclusion of formal agreements
between the Institute and several of the Professional
associations.
Mr. Vaughan was active also on other professional socie-
ties. He was a member of the Institution of Civil Engineers,
Great Britain, serving as a member of its council for 1925-26.
He was also a member of the Institution's advisory com-
mittee in Canada.
In 1940 the American Society of Mechanical Engineers
conferred an Honorary Membership upon him. He joined
that Society in 1899, serving as vice-president in 1910
and again in 1923. He was a member of the A.S.M.E.
Boiler Code Committee (Locomotive Sub-Committee) and
represented the Society on the American Engineering
Standards Committee. He was also a member of the Ameri-
can Society for Testing Materials. Mr. Vaughan was presi-
dent of the American Railway Master Mechanics Associa-
tion in 1908 and of the Canadian Railway Club in 1909.
He took an active part in the work of the Canadian
Engineering Standards Association, of which he was chair-
man for some years. His work was recognized in 1939 by
the award of Honorary Life Membership in that Association.
This outline of Henry Vaughan's career can give but
little idea of his personality and character. Those who were
privileged to work with or for him soon learned to appre-
ciate his ability, his helpful co-operation or supervision, his
professional competence, and his great store of technical
knowledge. As the presiding officer of a council or committee
his immediate grasp of the essential features of a proposal
and his promptness in decision were characteristic. Widely
read, interested in a great variety of topics, his views on
questions of the day were always worthy of consideration.
It would indeed be hard to fill the gap in the engineering
fraternity which is left by his passing.
MEETING OF COUNCIL
A meeting of the Council of the Institute was held at
Headquarters on Saturday, December 19th, 1942, at ten
o'clock a.m.
Present: President C. R. Young in the chair; Vice-Presi-
dents deGaspé Beaubien and K. M. Cameron; Councillors
J. E. Armstrong, J. H. Fregeau, J. G. Hall, R. E. Heartz,
W. G. Hunt, C. K. McLeod and G. M. Pitts; Secretary-
Emeritus R. J. Durley, General Secretary L. Austin Wright
and Assistant General Secretary Louis Trudel.
Council noted with deep regret the death of Past-Presi-
dent H. H. Vaughan which had taken place suddenly in
Philadelphia on December 11th, 1942. On the motion of
Mr. Armstrong, seconded by Mr. Heartz, the following
resolution was passed unanimously, and the general secre-
tary was directed to send a copy ot his family:
"The Council of the Engineering Institute learned with
profound regret of the death of Past-President H. H.
Vaughan, a distinguished member of long standing, who
rendered signal service to the Institute and to the pro-
fession.
"During his long service as Councillor, Vice-President
and President of the Institute, he always had the interests
of the Institute at heart. His ability, integrity and pro-
fessional experience made him outstanding in his chosen
profession. Few members of the Institute contributed
more constructively to the upbuilding of the profession
of engineering.
"Council desires to express to the members of his
family its deep sympathy in their irreparable loss."
Mr. Trudel submitted a copy of the programme of the
Annual Meeting as it will appear in the December number
of the Journal. He commented briefly on the various items,
and pointed out that the Association of Professional Engi-
neers of Ontario was meeting on the Saturday following
the Institute meeting. A joint luncheon was being arranged
on that day to which are invited any members of the Insti-
tute who are still in Toronto. President Young reported that
Principal James of McGill would open the discussion at
the Friday afternoon session on "Post- War Planning and
Reconstruction . ' '
The general secretary read a letter from Mr. Cameron,
expressing appreciation of the report which he had received
from the Institute's Committee on Post War Problems on
the form "Considerations for Evaluating Projects". The
great care which had been taken by Mr. Miller's committee
in considering this matter, and the representative nature of
the report, covering, as it does, such a large cross-section
of the engineering profession in Canada, made it of very
definite and constructive value. The letter was noted, and
the general secretary was directed to send a copy to Mr.
Miller.
Mr. Hall and Mr. Hunt were appointed scrutineers to
open the ballot for Honorary Membership for Professor
Frederick Webster. Their report showed that a favourable
ballot had been returned by every member of Council.
Professor Webster was declared elected an Honorary
Member of the Institute, and the general secretary was
directed to notify him by wire, and request his formal
acceptance of this distinction in accordance with the by-
laws.
In presenting the report of the Membership Committee,
Mr. Hall expressed appreciation of the very constructive
comments which had been received from members of Council
and branch executives, some of which had been of great
assistance to his committee in preparing its final report.
His committee now submitted a proposed "Memorandum
to Branch Executives — re Qualifications for Membership",
together with a suggested form for the use of branch execu-
tive committees in tabulating all the information available
regarding an applicant.
Mr. Hall pointed out that as one or two of the branches
had strongly objected to the use of the form, his committee
was recommending that it be left to the individual branches
to decide whether or not they returned the completed form
to Council with their recommendation. The use of the form
was recommended so that all branches would have some
uniform system of evaluating the qualifications of an
applicant.
Councillor F. W. Gray of Sydney had brought up the
question of engineers from the Old Country, who, although
not holding a degree, had had special apprenticeship train-
ing, including extensive night study at the local university
or technical school. Such cases were not covered by the
form, and in his opinion should receive special consideration.
A prolonged discussion followed, in which all councillors
took part. There was some difference of opinion as to the
interpretation which should be given to the various items
on the proposed form. Many important points were raised,
and it was felt that the report should not be adopted until
all members of Council had had an opportunity of studying
it. It was suggested that copies be circulated and the report
THE ENGINEERING JOURNAL January, 1943
35
discussed at a later meeting of Council. This resolution
was carried unanimously.
During the discussion it had been suggested that it might
be desirable to appoint an Admissions Committee to con-
sider all applications before they are presented to Council.
It was decided to leave this suggestion with the Membership
Committee, which could make a recommendation to the
new Council if considered advisable.
Mr. Armstrong presented a brief progress report from
his Committee on the Engineering Features of Civil
Defence, giving the complete membership of the committee
to date.
President Young reported that up to the present time
no positive action had been taken by the government on
the joint submission which had been sent to the Prime
Minister on November 3rd, concerning the setting up of
an organization to look after the repairing of engineering
structures damaged by enemy action. The communication
had been acknowledged by the Prime Minister's secretary,
but no further word had been received. Recently President
Young had heard that steps were being taken in Ottawa
to organize a similar set-up under military control. It seemed
desirable to take some action, and he had drafted a follow-up
letter to the Prime Minister, which, with the approval of
Mr. Pitts and Mr. Stirling, the presidents of the Royal
Architectural Institute of Canada and the Canadian
Construction Association respectively, he would like to
send out immediately. The approval of both these gentlemen
having been secured, the president undertook to prepare a
final letter for submission to the Prime Minister.
It was noted that after consultation with the chairman
of the Committee on Industrial Relations, President Young
had nominated Mr. E. G. Hewson, m.e.i.c, Office Engineer,
Central Region, C.N.R., Toronto, as the Institute's repre-
sentative on the new Committee on Unionism as Related
to Engineers and Technologists to be established by the
Engineers' Council for Professional Development.
The financial statement to the end of November had
been examined, and it was noted that in spite of the re-
mission of fees to those resident in combatant areas and to
members overseas, the Institute's position was somewhat
better than at the same time last year.
The following resolution was presented from the Toronto
Branch Executive Committee:
"Whereas engineers form an important part of our
modern army and whereas in general we have civil and
mining engineers commissioned in the R.C.E., and mech-
anical and electrical engineers commissioned in the
R.C.O.C, as O.M.E.'s, and
"Whereas there may be a movement on foot to follow
in the Canadian army the newly formed "Royal Electrical
and Mechanical Engineers" of Great Britain, and
"Whereas there may be some advantage in having all
army engineering activities grouped in one organization
under the title "Royal Canadian Engineers", be it
resolved
"That Council be asked to nominate a Committee to
study the above matter and bring in a report to Council."
Mr. Wright commented briefly on the newly formed organ-
ization in England, which is reported to be working out
very satisfactorily. It is a strictly professional group, re-
ceiving professional allowances, and it is hoped that a sim-
ilar set-up in the Canadian Army would solve the problem
of professional recognition for engineers, a matter which
has been before the Council of the Institute over a long
period of time.
On the motion of Mr. Pitts, seconded by Mr. Beaubien,
it was unanimously resolved that the president and the
general secretary be asked to name a special committee to
investigate this matter and report to Council.
The following resolution was presented regarding a paper
entitled "Industrial Democracy and Its Survival" by Paul
Ackerman, m.e.i.c, which had been presented at a recent
meeting of the Montreal Branch :
"A resolution was passed at the branch meeting held
on November 5th, as follows: "That, considering the im-
portance and magnitude of the subject and the need for
its study, it is resolved that this meeting request our
branch executive to ask the Council of the Institute to
appoint a committee to examine the value of this paper,
in respect of post-war reconstruction, and give it such
publicity as it merits."
On the motion of Mr. McLeod, seconded by Mr. Pitts,
it was unanimously resolved that this resolution be referred
to the Committee on Post-War Problems for study and
recommendation.
Mr. Pitts suggested that this would be an appropriate
time to tell Mr. Wright how glad Council was to know that
he will be back at the Institute on a full-time basis, and to
tell him how much his work in Ottawa and his efforts on
behalf of the Institute have been appreciated. President
Young stated that he was very glad that Mr. Wright had
been able to do this work. While in some respects the
Institute may have had to contract its efforts because of
his absence, he felt that on the whole it had been a very
fine gesture on the part of the Institute to allow the general
secretary to carry on the work in Ottawa.
A number of applications were considered and the
following elections and transfers were effected :
Admissions
Members 12
Juniors 4
Students 64
Transfers
Junior to Member 18
Student to Member 4
Student to Junior 23
It was noted that the next meeting of Council would be
held in Montreal on Saturday, January 16th, 1943, following
the annual meeting of the Montreal Branch on Friday even-
ing, January 15th, at which the president would be the
guest of honour.
The Council rose at twelve-thirty p.m.
ELECTIONS AND TRANSFERS
At a meeting of Council held on December 19th, 1942, the following
elections and transfers were effected:
Members
Cranswick, Jack Edwin Boyd, b.sc. (Elec), (Univ. of Man.), sales
engr., Canadian Westinghouse Co. Ltd., Edmonton, Alta.
deCuise, Paul Ernest, b.a.sc, ce. (Ecole Polytechnique), consltg.
engr., deGuise & Desaulniers, Montreal, Que.
Graydon, Edgar Ross, b.a.sc. (Univ. of Toronto), structural engr.,
Dominion Bridge Co. Ltd., Toronto, Ont.
Heyland, Kenneth Vaughan, b.a.sc. (Univ. of Toronto), asst. mgr.,
Construction Equipment Co. Ltd., Montreal, Que.
Lovell, John (Plymouth Tech. Coll.), engr. Hamilton Bridge Co. Ltd.,
Hamilton, Ont.
Richardson, John Maxwell, b.sc (McGill Univ.), elect'l engr.,
Southern Canada Power Co. Ltd., Montreal, Que.
Scrivener, Robert Massey, b.sc. (McGill Univ.), gen. mgr., Toronto
Shipbuilding Co. Ltd., Toronto, Ont.
Wvllie, James Murdoch, contracting engr., engrg. dept., Canadian
Bridge Co. Ltd., Walkerville, Ont.
Juniors
Brunskill, Harry Talmadge, b.sc. (Mech.), (Univ. of Sask.), engr.,
Plant engrg. dept., Ford Motor Co. of Canada, Windsor, Ont.
Lindsay, Donald Lome, B.Eng. (Mech.), (McGill Univ.), sub-lieut.
(E), R.C.N.V.R., Halifax, N.S.
Rounthwaitc, Cyril Frederic Thomas, B.Arch. (Univ. of Toronto),
structural designer, 69 Howland Ave., Toronto, Ont.
*Upton, Franklin Howard, production planner, John Inglis Co. Ltd.,
Toronto, Ont.
*Has passed the Institute's examinations.
Transferred from the class of Junior to that of Member
Backler, Irving Saul, B.Eng. (McGill Univ.), consulting engineer,
Montreal, Que.
Bate» Harold Carey, b.sc (Civil), Queen's Univ., county engr.,
Stratford, Ont.
36
January, 1943 THE ENGINEERING JOURNAL
Cowie, Norman Claude, b.a.sc (Univ. of Toronto), engr., Great
Lakes Power Co. Ltd., Sault Ste. Marie, Ont.
Craig, James William, B.Eng. (Ceramic Engrg.), b.sc. (Chemistry),
(Univ. of Sask.), mgr., development and research, Canadian
Refractories Ltd., Montreal.
Dyer, John Henry, b.sc. (E.E.), (N.S. Tech. Coll.), elect'l switchgear
dftsmn., English Electric Co. of Canada, Ltd., St. Catharines, Ont.
Gislason, Stefan Ingvar, b.sc. (E.E.), (Univ. of Man.), asst. design
engr., Defence Industries, Ltd., Jean Brilliant, Que.
Hinton, Eric, hydro-electric engr. and asst. mgr., H.E. Dept.,
Bowater's Newfoundland Pulp & Paper Mills, Ltd., Deer Lake, Nfld.
Lynch, John Franklin, b.sc. (E.E.), b.sc (CE.), (Univ. of N.B.),
res. engr., Defence Industries Ltd., Brownsburg, Que.
Lyons, Gerald S., b.sc. (Elec), (Queen's Univ.), engr., Bell Telephone
Co. of Canada, Ltd., Montreal, Que.
Matheson, Murray Alexander, b.sc. (Mech.), (Univ. of Sask.),
asst. chief engr., Talara Refinery, International Petroleum Co. Ltd.,
Talara, Peru.
Smith, Maurice Howie, b.sc. (E.E.), (Univ. of Man.), inspecting
officer (E.E.), Inspection Board of United Kingdom and Canada,
Peterborough district, Peterborough, Ont.
Timm, Charles Ritchie, b.sc. (E.E.), (McGill Univ.), elect'l engr.,
Central engineering dept., Dominion Rubber Co. Ltd., Montreal,
Que.
Watier, Arthur H., B.Eng. (McGill Univ.), asst. to asst. supt. of
generating stations, Shawinigan Water & Power Co., Shawinigan
Falls, Que.
Weselake, Edward Joseph, b.sc. (E.E.), (Univ. of Man.), reinforced
concrete designer, Cowin & Co., Winnipeg, Man.
Willows, Fred, b.sc. (CE.), (Univ. of Man.), field engr., Beauharnois
Light, Heat & Power Co., Ltd., Beauharnois, Que.
Transferred from the class of Student to that of Member
Evans, Edward Norton, b.sc. (McGill Univ.), sales representative.
Champion Spark Plug Co. of Canada, Ltd., Windsor, Ont.
Hayes, Ronald Abram Hughson, B.sc. (McGill Univ.), asst. chief
engr., Aluminum Laboratories, Ltd., Montreal, Que.
Hubbard, Sewell Fortescue, B.Eng. (Chem.), (McGill Univ.), Chem-
icals & Explosives Prodn. Branch, Dept. of Munitions & Supply,
Montreal, Que.
Lacombe, Jean Louis, B.Eng. (McGill Univ.), dftsmn., mtce., mech.
designer, Quebec North Shore Paper Co., Baie Comeau, Que.
Nichols, Judson Timmis, B.Eng. (Mech.), (McGill Univ.), mtce. engr.,
Aluminum Company of Canada, Ltd., Arvida, Que.
Reinhardt, Gerard Victor, B.sc. (Mech.), (N.S. Tech. Coll.), dftsmn.
engrg. office, Aluminum Company of Canada, Ltd., Arvida, Que.
Transferred from the class of Student to that of Junior
Bélanger, Lucien, b.a.sc, ce. (Ecole Polytechnique), engr., and
dftsmn., Royal Canadian Naval Service, Deep Brook, N.S.
Bourgeois, Claude, b.a.sc., ce. (Ecole Polytechnique), asst. engr.,
Plessisville Foundry, Plessisville, Que.
Carey, Leslie Clement, b.e. (Civil), (N.S. Tech. Coll.), junior engr.,
Hydraulic Dept., Hydro-Electric Power Commission of Ontario,
Toronto, Ont.
Clark, Alvin Ira, b.sc (M.E.), (Univ. of Sask.), mech. engr., Aluminum
Company of Canada, Ltd., Arvida, Que.
Cousineau, Emile, b.a.sc, ce. (Ecole Polytechnique), surveying and
gen'l engrg., Quebec Streams Commission,, Montreal, Que.
Decarie, Yves Stanley, b.a.sc, ce. (Ecole Polytechnique), foundry
division, Canadian Car & Foundry Ltd., Longue Pointe Works,
Montreal, Que.
deTonnancour, L. Charles G., B.Eng. (Chem.), (McGill Univ.), asst.
to Development engr., Shawinigan Chemicals Ltd., Shawinigan
Falls, Que.
Forest, Clement, b.a.sc, ce. (Ecole Polytechnique), inspector for
Dept. of Transport (Civil Aviation Divn.), Montreal, Que.
Grout, Raymond Edward, b.sc. (Elec), (Univ. of Alta.), elect'l de-
signing engr., Shawinigan Engineering Co. Ltd., Montreal, Que.
Hoba, Joseph G., b.sc. (Queen's Univ.), asst. engr., Aircraft Division,
Kelsey Wheel Co., Windsor, Ont.
Hunter, Lawrence McLean, b.sc (Queen's Univ.), mgr., production
dept., Coca Cola Co. of Canada, Ltd., Toronto, Ont.
Kirkpatrick, Robert Evans, Capt., r.c.a. B.Eng., (McGill Univ.),
inspecting officer, Propellants and Cartridges, Inspection Board of
United Kingdom and Canada, Ottawa, Ont.
Laquerre, Maurice L., b.a.sc, ce. (Ecole Polytechnique), field engr.,
Angus Robertson Co. Ltd., Villeray plant of D.I.L., Montreal, Que.
Larose, Gérard, b.a.sc (Ecole Polytechnique), special products dept.,
Northern Electric Co. Ltd., Montreal, Que.
Lemieux, Henri Julien, b.a.sc, ce. (Ecole Polytechnique), office
engr., engrg. dept., Foundation Company of Canada, Shipshaw,
Que.
Madill, Floyd Alexander, b.sc (Civil), (Univ. of Alta.), asst. party
chief, gravity meter surveys, producing dept., Imperial Oil Ltd.,
Calgary, Alta.
McColeman, Hugh Alexander, b.sc (Univ. of Alta.), elect'l dftsmn.,
Aluminum Co. of Canada, Ltd., Montreal, Que.
Oatway, Harold Callaghan, B.Eng. (McGill Univ.), Flight-Lieutenant,
R.C.A.F., aeronautical engr., Aircraft Development Officer (Design
& Production), Ottawa, Ont.
Papineau, Marcel L., b.a.sc, ce. (Ecole Polytechnique), Flying
Officer, R.C.A. F., aeronautical engr. officer, No. 3 I.T.S., Victoria-
ville, Que.
Pearcé, Eldridge Burton, b.sc. (Queen's Univ.), dftsmn., tool design,
Canadian Car & Foundry Co. Ltd., Amherst, N.S.
Phemister, William Ian, b.sc (Mech.), (Queen's Univ.), photo-
renroduction supervisor, National Steel Car Corp., Niagara Falls,
Ont.
Smith, Allan Garfield, B.Eng. (Elec), (McGill Univ.), sales engr.,
Illumination Divn., Northern Electric Co. Ltd., Toronto, Ont.
Taylor, Dudley Robert, B.Eng. (McGill Univ.), radio engr., Trans-
Canada Airlines, Winnipeg, Man.
Students Admitted
Beaton, William Henry (McGill Univ.), 3484 Westmore Ave.,
Montreal, Que.
Charton, Herman (McGill Univ.), 336 Woodland Ave., Verdun, Que.
de la Chevrotière, Jean-Marie (McGill Univ.), 6588 St. Denis St.,
Montreal, Que.
Mackenzie, Arthur Drury (Univ. of Toronto), 506 Huron St.',
Toronto, Ont.
Maclure, James Hubert Crocker (McGill Univ.), 602 Victoria Ave.,
Westmount, Que.
Morison, George Alfred (Univ. of Man.), 54 Maryland St., Winnipeg,
Man.
McKinney, Charles Donald (Univ. of N.B.), 44 Ludlow St. West,
Saint John N.B.
Reid, Robert Arthur, B.Eng. (Mech.), (McGill Univ.), 944 Davaar
Ave, Outremont, Que.
Ritchie, Ross A. (McGill Univ.), 3592 University St., Montreal, Que:
Tivy, Robert Harrison (Univ. of Man.), 54 Maryland St., Winnipeg,
Man.
Waldron, John Ross (Univ. of Man.), 54 Maryland St., Winnipeg,
Man.
Weber, Thomas Eugene (Univ. of Man.), 409 Sherbrook St., Winnipeg,
Man.
Weller, Robert Charles (Univ. of Toronto), 588 Huron St., Toronto,
Ont.
Students at the Ecole Polytechnique, Montreal, Que.
Baillargeon, Robert A., 12,200 Valmont St., Montreal, Que.
Baril, Roland Gérard, St. Hilaire, Que.
Beaudoin, Bernard, 3783 Botrel St., Montreal, Que.
Beaupré, Louis, 34 Hazelwood Ave., Outremont, Que.
Beland, Jean Armand, 807 Wilder Ave, Outremont, Que.
Bisaillon, Gérard Albert, 1956 Rachel St. East, Montreal, Que.
Boucher, Jean-Paul, 1305 Panet St., Montreal, Que.
Boulva, Francis, 824 Cherrier St., Montreal, Que.
Bourassa, Jean, 1615 Bernard Ave., Outremont, Que.
Bouthillette, Roland, 1899 Leclaire St., Montreal, Que.
Brais, Pierre, 127 Chambly Road, Longueuil, Que.
Brissette, Jacques L., 788 Jean-Talon St. W., Montreal, Que.
Brissette, Paul, 2549 Chapleau St., Montreal, Que.
Clément, Albert, 2501 Orleans St., Montreal, Que.
Cormier, André, 837 Dunlop Ave, Outremont, Que.
Courchesne, Armand, 5621 Côte des Neiges Road, Montreal, Que.
Dagenais, Camille, 3876 Harvard Ave., N.D.G, Montreal, Que.
Deniger, Jean, 2500 Sheppard St., Montreal, Que.
Dion, Louis Armand, 4323 Western Ave., Montreal, Que.
Dugas, Jean, 454 Outremont Ave., Outremont, Que.
Farand, Henri-Paul, 2612 Ste. Catherine Road, Outremont, Que.
Faubert, Guy-Albert, 369 Ville de Léry, Chateauguay Co., Que.
Ferraro, Silvio, 7166 Casgrain St. Montreal, Que.
Gagnon, Adrien, 1957 Kent St., Montreal, Que.
Gendron, Lucien, 800 Gilford St., Montreal, Que.
Giroux, Leopold, 217 Aqueduc St., Quebec, Que.
Grenier, Guy, 4251 DeLorimier Ave, Montreal, Que.
Iloude. Raymond, 308 Baldwin St., Montreal, Que.
Laganière, René, 4702 Lafontaine St., Montreal, Que
L'Anglais, François, 3493 DeLorimier Ave., Montreal, Que.
LeBlanc, René, 194-A Querbes Ave, Outremont, Que.
Lemieux, Phi lias, Lauzon, Que.
Leroux, Jean-Jacques, 696 St. Joseph St., Lachine, Que.
Marier, Jean Jacques, 187 Blainville St., Ste. Thérèse, Que.
THE ENGINEERING JOURNAL January, 1943
37
Matte, Gilbert, 36-2nd Ave., Ville St. Pierre, Montreal, Que.
Murray, Hubert, 1851 Theodore St., Montreal, Que.
Parent, Albert, 8041 St. Michel Blvd., Montreal, Que.
Partous, Georges Jean, 1638 Bennett Ave., Montreal, Que.
Pontbriand, Joseph Edmond, Sorel, Que.
Pouliot, Georges Aimé, 4270 St. Hubert St., Montreal, Que.
Renaud, Robert, 6869 Fabre St., Montreal, Que.
Ricard, Julien, 1653 Ontario Street East, Montreal, Que.
Rolland, Paul-André, 5470 Notre Dame de Grâce Ave., Montreal,
Que.
Roy, Jacques, 1847 Theodore St., Maisonneuve, Montreal, Que.
Ste-Marie, Jean E., 5314 Brodeur St., Montreal, Que.
St-Pierre, Fernand O., 8271 Henri-Julien St., Montreal, Que.
Scharry, Leo, 4743 Berri St., Montreal, Que.
Tessicr, Laurent, 6253 deLaroche St., Montreal, Que.
Thomas, Jean-Marie, 386 de Lasalle Ave., Montreal, Que.
Touri«ny, Paul, 456 Sherbrooke St. East, Montreal, Que.
Vincent, Jacques, 837 Hartland Ave., Outremont, 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
Cameron, Clvde Fraser, (Grad. R.M.C.). m.sc. (Mass. Inst. Tech.),
Major, D.A.Q.M.G. (E), Atlantic Command H.Q., Halifax, N.S.
Coy, Vincent Michael, b.sc. (Elec), (N.S. Tech. Coll.), distribution
engr., Nova Scotia Light & Power Co. Ltd., Halifax, N.S.
Reid, George Gideon, b.sc. (Mech.), (N.S. Tech. Coll.), 34 Regina
Terrace, Halifax, N.S.
Ward, William Albert, engrg. dftsman., Dept. of Public Works,
Halifax, N.S.
Transferred from the class of Junior to that of Member
Duff, Duncan Clemens Verr, B.sc. (Civil), (N.S. Tech. Coll.), senior
asst. engr., Works & Bldgs. Br., Dept. of National Defence, Halifax,
N.S.
Transferred from the class of Student to that of Member
MacKinnon, Archibald Hugh, B.Eng. (Mech.), (N.S. Tech. Coll.),
designing engr., I. Matheson & Co. Ltd., New Glawgow, N.S.
Personals
William N. Kelly, m.e.i.c, is the newly elected chairman
of the Vancouver Branch of the Institute. Born at Douglas,
Isle of Man, he was educated at Belfast Technical College
and at Liverpool University. He served an apprenticeship
as engineer with Combe, Barbour and Combe Ltd., Belfast.
From 1903 to 1908 he was employed with various firms of
engineers at Liverpool. He came to Canada in 1909 and was
engaged in various engineering projects in British Columbia.
Later, he was appointed superintending engineer with
Consolidated Whaling Corporation and North Pacific Sea
Products Co. In 1925, he joined the staff of Yarrows
Limited at Vancouver. In 1926, he entered private practice
as a consulting engineer at Vancouver and has since been
carrying on successfully as mechanical engineer and marine
surveyor. Mr. Kelly is surveyor to the British Corporation
for the Register of Shipping and Aircraft.
William N. Kelly, M.E.I.C.
R. H. Parsons, m.e.i.c, city engineer at Peterborough,
Ont., has been elected vice-president of the Canadian
Institute on Sewage and Sanitation.
Dr. A. E. Berry, m.e.i.c, director, Sanitary Engineering
Division of Ontario, was re-elected secretary-treasurer of
the Canadian Institute on Sewage and Sanitation at the
convention held in Toronto, last October.
Squadron-Leader Wilfrid E. Hobbs, m.e.i.c, has re-
cently been promoted from the rank of Flight- Lieutenant
and has been transferred from R.C.A.F. headquarters in
Ottawa to No. 2 Training Command at Winnipeg, Man.
Before his enlistment in the R.C.A.F., he was employed
as assistant to the manager in the Land Department of
Hudson's Bay Company at Winnipeg.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
Gordon McL. Pitts, m.e.i.c, is a new member of the City
Council of Montreal, having been appointed as one of the
representatives from McGill University. Mr. Pitts is a
member of the firm of Maxwell & Pitts, architects.
Flying Officer John W. Lucas, m.e.i.c, is now back in
the R.C.A.F. after having been recalled by the Department
of Public Works at Ottawa, for three months, early last
year, and he is at present stationed in Halifax, N.S., at
Eastern Air Command Headquarters.
T. A. S. Munford, m.e.i.c, has been appointed division
engineer at London, Ont., with Canadian Pacific Railway
Company. He was previously assistant engineer, Bruce
Division, at Toronto.
David Hutchison, m.e.i.c, has been elected chairman of
the Edmonton Branch of the Institute. Born at Owen
Sound, Ont., he was educated at Queen's University where
he graduated with honours in 1924. Upon graduation, he
joined the staff of Foundation Company of Canada and
was employed on bridge underwater inspection for two
years. In 1926 he went with Power Corporation of Canada
Limited at Montreal and became construction superinten-
dent. In 1938 he joined the Hudson's Bay Company as
manager of Mackenzie River Transport, at Edmonton.
Roland Saint-Pierre, m.e.i.c, has obtained leave of ab-
sence from the Quebec Department of Highways and has
joined Bombardier Snowmobile Limited at Yalcourt, Que.
After a certain period of time spent at Yalcourt, Mr.
Saint-Pierre will come to Montreal where he is expected to
take charge of engineering in the assembly plant. A gradu-
ate of Ecole Polytechnique, in 1935, he has been connected
with the Department of Highways of Quebec since gradu-
ation, his last position being that of division engineer at
Beauceville, Que.
Commander B. R. Spencer, R.C.N. , m.e.i.c, has been
transferred from Esquimalt, B.C., where he was in charge
of the Mechanical Training Establishment, to Halifax,
N.S., where he occupies the same position.
H. O. Brown, m.e.i.c, has recently accepted a position
with Massey-Harris Limited at Toronto. He was previously
with Ste. Anne Paper Company at Beaupré, Que.
H. C. Anderson, m.e.i.c, who was lately district engineer
for the Department of Public Works of British Columbia
at New Westminster, B.C., is now assistant chief engineer
of the Department at Victoria, B.C.
38
January, 1913 THE ENGINEERING JOURNAL
C. K. McLeod, m.e.i.c, has recently been elected manag-
ing director and appointed chief engineer of Walter Kidde
& Company of Canada Limited. He has been associated
with the company since 1925 in charge of engineering and
sales in Canada. He was instrumental in the establishment,
in June, 1941, of the Company's factory in Montreal, where
fire protection products are manufactured for the aircraft
and allied industries.
Mr. McLeod retains his connection with Permutit Com-
pany of Canada Limited, having been their engineering
representative in the provinces of Ontario, Quebec and
the Maritimes for a number of years.
where his work brought him into relation with Quebec
Power Company engineers. In 1930 he was invited to go
to Quebec as assistant superintendent of that division. In
1937 he was appointed superintendent of that division and
in 1939 he became assistant general superintendent of the
company.
Last year he resigned his position with Quebec Power
Company upon his appointment as Director of the new
department of electrical engineering which was being estab-
lished at Laval University. He had been lecturing at Laval
University, in the Mining and Metallurgical Department,
for the two years previous.
Rodolphe Dubuc, M.E.I.C.
C. K. McLeod, M.E.I.C.
René Dupuis, M.E.I.C.
Rodolphe Dubuc, Affil.E.i.c, has been appointed to the
City Council of Montreal, representing the Canadian Manu-
facturers' Association. Mr. Dubuc is assistant tax agent in
the property and tax department of Shawinigan Water &
Power Company which he joined in 1926 as a draughtsman.
He is a graduate of McGill University and University of
Montreal.
R. A. Campbell, m.e.i.c, is assistant superintendent and
production engineer with R. Melville Smith Company
Limited, project managers, Canadian-Alaska Highway, at
Fort Saint John, B.C. He was previously supervisor of
forest operations with the Government of Ontario at
Toronto.
D. M. Dunlop, m.e.i.c, has been transferred to Kenora,
Ont., as assistant superintendent of the Canadian Pacific
Railway Company. A graduate in civil and electrical engi-
neering from the University of Manitoba, he joined the
Canadian Pacific Railway in 1936 as an instrument man.
Lately he had been stationed at Ignace, Ont.
W. E. S. Dyer, m.e.i.c, consulting and designing engineer,
has opened an office in Buffalo, N.Y., besides carrying on
practice in his Canadian office, at Toronto. Since 1902, Mr.
Dyer has been engaged in the designing, construction and
installation of power plants and factory equipment in
Canada, the United States and Europe. One of his recent
projects was the design of the new power plant of the
Algoma Steel Company at Sault Ste. Marie, Ont.
René Dupuis, m.e.i.c, is the new elected Chairman of the
Quebec Branch of the Institute. He is Director of the
Department of Electrical Engineering at Laval University.
Mr. Dupuis 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 & Power Company at Trois-Rivières,
J. E. Goodman, m.e.i.c, has recently joined the McNa-
mara Construction Company Limited of Toronto as a
construction engineer. He was previously a county road
engineer at Kingston, Ont.
C. V. Dunne, jr. e. i.e., is now resident engineer with the
Naval Service of the Department of National Defence at
Sydney, N.S. He was previously construction engineer
with E. B. Eddy Company, Hull, Que.
R. C. Robson, jr. e. i.e., has left the staff of Bloedel,
Stewart & Welch Limited, at Trail, B.C., to join the British
Columbia Electric Railway Co. Ltd., at Vancouver, B.C.
Sydney M. S. Dunne, Jr. e. i.e., is on the staff of Defence
Industries Limited at Jean Brillant, Que. He is a graduate
of the University of Toronto, in the class of 1940.
P. R. Martin, s.e.i.c, has left the St. Maurice Power
Corporation Limited, LaTuque, Que., to join Electric
Steels Limited at Cap de la Madeleine, Que.
VISITORS TO HEADQUARTERS
Léon Dancose, s.e.i.c, Division Engineer, Office, Cana-
dian National Railway, Levis, Que., on December 12th.
S. W. Gray, m.e.i.c, Wartime Bureau of Technical
Personnel, Halifax, N.S., on December 15th.
T. A. McElhanney, m.e.i.c, Forest Products Labora-
tories, Department of Mines, Ottawa, Ont., on December
22nd.
Capt. V. R. Davies, m.e.i.c, Royal Military College,
Kingston, Ont., on December 23rd.
Lieutenant J. P. Leroux, Montreal, on December 23rd.
Lucien Allaire, jr. e. i.e., Provincial Highways Depart-
ment, Metabetchouan, Lake St. Jean, on December 23rd.
J-Ovide Couillard, Affi.E. i.e., field engineer, Bell Telephone
Co. of Canada Limited, Quebec, on December 28th.
THE ENGINEERING JOURNAL January, 1943
39
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
FRANK DAWSON ADAMS, Ho„.m.e.i.c.
Among the eminent persons who have been elected Hon-
orary Members of the Engineering Institute of Canada,
Dr. F. D. Adams was notable as a man of science, educator,
philanthropist, and churchman. He died at his home, in
Montreal, on December 26th, 1942. Much of his geological
work — especially that done for the Geological Survey of
Canada and his later research work on the flow of rocks —
had direct bearing on the work of the engineer. His term
of office as Dean of the Faculty of Applied Science at
McGill showed his grasp of the many problems of engineer-
ing education. He gave active support to organizations for
social and religious service, particularly in connection with
unemployment, the Boy Scouts, and the Y.M.C.A.; he was
the author of a History of Christ Church Cathedral, in
Frank Dawson Adams, Hon.M.E.I.C.
Montreal, the church to which he was so devoted and where
his funeral service was held.
Frank Dawson Adams, ph.d. (Heidelberg), d.sc. (McGill),
f.r.s., Emeritus Professor of Geology at McGill University,
was born in Montreal in 1859. He was educated at Montreal
High School and at McGill University, studying also at
Yale, Heidelberg and Zurich.
He joined the staff of the Geological Survey of Canada
in 1880, and returned to McGill nine years later as lecturer
in Geology. In 1893 he was made Logan Professor of Geology
on the retirement of Sir William Dawson. He became Dean
of the Faculty of Applied Science (Engineering) in 1908,
vice-principal in 1921 (when Sir Arthur Currie became prin-
cipal) and Dean of the Faculty of Graduate Studies in 1922,
holding the two posts concurrently. He retired from active
University work in 1924.
A complete list of his degrees, honours and appointments
would be a very long one. Among them may be mentioned:
Fellow of the Geological Society (London, 1895), Fellow of
the Royal Society (London, 1907), president Canadian Insti-
tute of Mining and Metallurgy (1910-12), president Royal
Society of Canada (1913), president Geological Society of
America (1918). He was an honorary member of the Insti-
tution of Mining and Metallurgy (London), The American
Institute of Mining and Metallurgy and of the Engineering
Institute of Canada; six universities conferred doctorates
upon him.
During 1918-19 he was deputy director of the Educa-
tional Department of the Canadian Expeditionary Force,
with the rank of lieutenant-colonel and rendered enthusi-
astic service in the rehabilitation of Canadian soldiers.
A geologist of world-wide reputation, his long career at
McGill University brought him into contact with six prin-
cipals of the university and many generations of students.
In the words of Principal Cyril James, "many of those he
met during six decades of university life have been privileged
to know him as a friend whose wisdom of counsel was
equalled by his personal charm."
The community in which he lived, and the country of
his birth, will not soon forget his many contributions to
their welfare, and the quiet unobtrusive way in which these
services were rendered.
Dr. Adams was elected Honorary Member of the
Institute on October 23rd, 1917.
Rex Elmer Buckley, m.e.i.c, died at Glen Ferris, West
Virginia, on October 1st, 1942, after an illness of two
months. He was born at Niagara Falls, Ont., on November
17, 1889, and received his engineering education at Val-
paraiso University, Indiana. In the first years of his career,
he was engaged in municipal engineering and hydroelectric
power development at Niagara Falls. From 1914 to 1916
he worked on the construction of the Welland ship canal.
In 1916 he joined the staff of the Canadian Niagara Power
Company of Niagara Falls and remained with the firm for
several years.
Later he went to the United States where he was engaged
in the construction of power developments. In 1928 he was
in charge of construction for the New Power Company at
Glen Ferris, West Virginia, where he was still located at
the time of his death.
Mr. Buckley joined the Institute as an Associate Member
in 1919 and he became a Member in 1940.
John Herbert Jackson, m.e.i.c, died at his home in
Toronto on September 25, 1942. He was born at Windsor,
Ont., on January 30, 1878, and was educated at Windsor
Collegiate Institute, and at the School of Practical Science,
University of Toronto. He served an apprenticeship, for
three years, in the office of the city engineer, at Windsor,
Ont. In the early years of his career, he was employed in the
office of the late Brigadier-General C. H. Mitchell, at
Niagara Falls, Ont., on municipal work and hydraulic
investigations. From 1903 to 1908 he held the position of
city engineer at Niagara Falls. In 1908 he became super-
intendent, and later chief engineer and general manager, of
what is now the Niagara Parks Commission. Under his
guidance this park project grew and expanded until it
embraced a series of parks from Lake Erie to Lake Ontario,
joined by a Government-owned highway along the whole
length of the Niagara River, and known as the Niagara
River Parkway. Following his retirement in 1934, he took
up residence in Toronto.
Mr. Jackson joined the Institute in 1899 as a Student,
transferring to Associated Member in 1905. He became a
Member in 1932.
John George MacKinnon, m.e.i.c, died in the hospital
at Montreal on October 19, 1942. Born at Underwood,
Ont., on October 19, 1884, he received his engineering
education at the University of Toronto where he graduated
in 1909. During the early years of his career he was em-
ployed on railway location in the Canadian West, and from
1912 to 1914 was resident engineer for the Canadian Nor-
thern on construction of the line through the Yellow Head
Pass. In 1915 he engaged in private practice and was also
retained by the Department of Public Works, Government
of Alberta, as roadway engineer for the constituencies of
Stettler and Coronation. From 1916 to 1919 he served over-
seas as a lieutenant in the 3rd Battalion, Canadian Railway
Troops. After his return to Canada he was associated with
the firm of Parsons-Ed, Limited, on the construction of
the hydroelectric power installation at Grand Falls, N.B.
Later, he returned to private practice. A few months before
his death he was appointed chief engineer at No. 31 Person-
nel Depot, R.C.A.F., Moncton.
Mr. MacKinnon took an active interest in public affairs.
40
January, 1943 THE ENGINEERING JOURNAL
John George MacKinnon, M.E.I. C.
He was secretary of the local Board of Trade and a past
chairman of the Moncton Branch of the Institute.
He joined the Institute as an Associate Member on
March 25, 1925. In 1940 he became a Member.
William Henry Souba, M.E.I. c, died at Minneapolis,
Minn., on September 23, 1942. He was born at Hopkins,
Minn., on June 6, 1884, and received his education at the
University of Minnesota where he graduated as a mechan-
ical engineer in 1909. From 1910 to 1912 he was engaged on
grain elevator construction as mechanical draftsman and
designer with Barnett & Record Company at Minneapolis.
In^l912 he came to Canada at Fort William, Ont., in a
similar capacity with Barnett, McQueen Company Limited.
In 1914 and 1915 he worked as an assistant engineer for the
Board of Grain Commissioners of Canada at Saskatoon,
Sask., Calgary, Alta., and Vancouver, B.C. In 1916 he
joined the staff of Mr. C. D. Howe at Port Arthur, Ont. The
following year he became a partner in the firm of C. D.
Howe & Company, consulting engineers. In 1933 he re-
turned to Minneapolis, Minn., where he resided at the time
of his death.
Mr. Souba joined the Institute as a Member in 1922.
Frederick Stanley Walton, m.e.i.c, died suddenly at
Prince Rupert, B.C., on October 18, 1942. He was born at
Hull, Eng., on June 12, 1888, and received his education
in the local schools.
He began his engineering career with the Grand Trunk
Pacific Railway in Saskatoon, in 1911, and was there until
August, 1914, when he enlisted at the outbreak of the
Great War. He was made prisoner of war in April, 1915,
and made several unsuccessful attempts to escape until
the Armistice.
In May, 1920, he resumed service with the railway as an
instrumentman on the Smithers Division. In 1925, he was
promoted to be a roadmaster at Smithers and in October,
1926, he was transferred to the same position at Prince
Rupert, B.C.
In the past year Mr. Walton had been particularly
active owing to developments resulting from the war and
at the time of his sudden death he was directing operations
on the clearing of an obstruction on the line.
Mr. Walton joined the Institute as a Junior in 1911,
transferring to an Associate Member in 1926. He became
a Member in 1940.
News of the Branches.
BORDER CITIES BRANCH
J. B. Dowler, m.e.i.c. - Secretary-treasurer
The monthly dinner meeting of the Border Cities Branch
was held at Windsor on November 27th 1941, at 6.30 p.m.
Thirty-three members and guests were present.
After dinner, the chairman, H. L. Johnston, introduced
P. E. Adams, the chairman of the branch committee on
"Structural Defence Against Bombing." Mr. Adams re-
ported on the activities of the committee both in the
branch and at headquarters and announced that he would
be available for consultation with anyone who wished to
review the notes of the Professor Webster lectures. He also
exhibited copies of the Institute booklet "Structural
Defence Against Bombing" and reviewed the contents. He
announced that the booklets were for sale to the public
and also that T. H. Jenkins of Windsor had been very
active in the preparation of the material.
G. G. Henderson then introduced the speaker of the
evening, W. R. Stickney, welding engineer of the Canadian
Bridge Company.
The subject of Mr. Stickney's address was Electric Arc
Welding — a general review of the metal arc industry
to-day. The address was illustrated by sound and colour
films entitled "The Inside of Arc Welding" shown by Mr.
Wilson of the Canadian General Electric Co.
Mr. Stickney introduced his subject by saying that at
the time of the last war, arc welding was merely a con-
venient or makeshift method of making repairs or fastening
small parts to structures, whereas to-day welding is one
of the major production method for vital war materials.
There are three major types of fusion welding, that is
welding which does not require pressure, namely, electric
arc welding, thermite welding and oxy-acetylene welding.
The former only was discussed in the paper.
Originally, all arc welding was done with bare electrodes
but it is only because of the development of electrode
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
coating that a.c. welding and the welding of high tensile
alloy steels are made possible. The speed of modern welding
would be impossible without this development.
In the choice of arc welding equipment for any installa-
tion, we must consider the following alternatives; either
direct or alternating current; manual or automotive equip-
ment, single or multiple operator outfits power from a
transformer or motor-generator set, and many other factors.
The training of the welding operator must be very care-
fully conducted. Most welding schools try to instruct in
the fundamentals but the operator must be further trained
on the job in the particular methods of welding to be used.
The great number of variables which enter into every job
must all be considered and mastered. Usually an operator
will become reasonably efficient after 4 to 6 months time.
Mr. Stickney concluded his address with a short resume
of the recent developments in this field.
After the discussion period, J. F. Blowey moved a vote
of thanks to the speaker.
The meeting adjourned at about 10.30 p.m. on motion
of W. P. Augustine.
HALIFAX BRANCH
S. W. Gray, m.e.i.c.
G. V. Ross, M.E.I.C.
Secretary-Treasurer
Branch News Editor
The annual meeting of the Halifax Branch was held on
December 17, at the Halifax Hotel. Percy Lovett, retiring
chairman, reviewed the activities of the past year and S. W.
Gray, secretary-treasurer, gave the financial report. The
Halifax Branch has grown in recent years until it is now
the fourth largest in Canada, having 191 resident and 90
non-resident members.
The new executive officers elected were Prof. A. E. Flynn,
THE ENGINEERING JOURNAL January, 1943
41
chairman; K. L. Dawson, L. E. Mitchell, and C. V. Duff,
resident; and R. B. Stewart, New Glasgow, and John Clarke,
Bridgewater, non-resident.
When Prof. Flynn had taken over the chair, he introduced
the speaker, Mr. R. L. Dunsmore, of the Imperial Oil Co.
Mr. Dunsmore showed a film and gave a talk on the three
new pre-load concrete oil storage tanks recently constructed
here. These tanks are 130 feet in diameter, 42 feet high
with a dome roof and have 100,000 barrel capacity. Last
November, Mr. Walsh, chief engineer of the Gunite and
Waterproofing Co. Ltd., spoke to the branch on the design
and construction of the tanks they then proposed to build,
and Mr. Dunsmore's folk and film provided an interesting
follow up now that construction has been completed. Several
changes were made during the construction period, as these
are the first tanks of this type to be used for petroleum
products, and the designers and builders had to feel their
way along.
Sixty-three members and guests were present.
KINGSTON BRANCH
[R. A. Low, m.e.i.c.
Sccr< tary-T reasurer
The Kingston Branch opened its winter programme on
November 10th, at which the guest speaker was Professor
J. C. Cameron, Head of the Industrial Relations Section,
Queen's University. Professor R. A. Low acted as chairman
for the meeting, and introduced the speaker.
Professor Cameron made it quite clear that any study of
the problems of industrial relations must proceed primarily
from the standpoint of management. This is because prob-
lems of procedure in handling human relations are essen-
tially problems of managerial technique. To be complete the
analysis must attempt to the worker the difficulties of
management, and to management the difficulties of the
worker. It must, moreover take cognizance of the larger
social interests which impinge at various points on equitable
relations in industry and business.
In an interesting discussion period, the speaker empha-
sized that the economic organization of a country is a
means to an end rather than an end in itself. That end is
dominantly social: the enrichment of human life through
the satisfaction of natural wants and desires. From a social
point of view, the achievement of that end through the
exploitation of the workers is undesirable and unjustifiable.
Following the meeting the election of officers took place.
Officers for 1943
Chairman
Vice-Chairman . . .
Executive
Ex-officio
Secretary-Treasurer
.K. M. Winslow, m.e.i.c.
.S. D. Lash, m.e.i.c.
.W. F. Noonan, m.e.i.c.
R. W. Carter, m.e.i.c.
J. D. Lee, Jr., m.e.i.c.
. T. A. McGinnis
D. S. Ellis.
.R. A. Low,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ontario.
LONDON BRANCH
H. G. Stead, jr. e. i.e. - Secretary-Treasurer
A. L. FURANNA. Jr. E. I.C.
Branch Neivs Editor
The last regular meeting of the year, held on Monday,
December 7th, was occasioned by President G R. Young's
visit to the branch. Prior to the meeting the president was
entertained by the branch members at a private dinner in
the Hotel London.
After being introduced to the meeting by Mr. J. A.
Vance, the president spoke on the Institute's activities
during the past year. The first problem facing the Institute
was to deter :nine whether or not it should remain active
during the war. However, it was decided that the Institute
would carry on as usual and it may now be seen that the
achievements of the past year alone have justified that
decision.
President Young outlined the purpose of the Institute
under three headings, namely the preparation of scientific
papers, the encouragement of interest in engineering
activities and the promotion of the engineer's welfare.
Under Mr. H. F. Bennett's Committee on the Young
Engineer a book was published for the guidance of pros-
pective engineer students. This book has been distributed
to the high schools and technical schools. Besides, the
branches have selected a committee who will make them-
selves available to students seeking advice as to their
desire of a career in engineering. Also a manual was pub-
lished for the guidance of these counselling committees.
The war has given rise to several special activities. The
Institute has published an abridgment of the lectures given
by Prof. Webster, Deputy Chief Engineer for the Ministry
of Home Security in England. This book is now being dis-
tributed throughout the Civilian Defence Committees.
Members of the branches have also become local technical
advisers to the C.D.C. on engineering problems. Another
committee deals with the problems of structural defence
against bombing, the repair of engineering works and the
protection of existing and future plants against bombing.
The Institute is very much concerned with the recon-
struction programme after the war. Mr. W. C. Miller is
chairman of a committee on Post- War Problems. It will
be the duty of this committee to help evaluate engineering
projects put forth for government consideration. Another
committee is studying the problems of Industrial Relations.
The president expressed his confidence for the future.
He said that great reserves were being created by the war
and that great quantities of material would be required.
As shining examples of this he pointed out the tremendous
requirements of the railways and city water and sewage
systems. Besides this, he predicted that many new lines
would be developed out of war research efforts and that
great new industries would be carried on in Canada after
the war.
Finally, Dean Young declared a fear that the vast num-
bers of technologists developed by the war would create a
severe problem. He advised that there is a need for a pro-
fessional outlook rather than that of the technologist, the
basic difference between them being that the engineering
profession as such has a knowledge of the art with a firm
realization of its professional trusteeship.
President Young was thanked for his address and visit
by Mr. E. V. Buchanan. A number of his former students
also took the opportunity of expressing their pleasure in
being able to see and hear him again.
MONCTON BRANCH
V. ('. BlACKETT. M.E.I.C.
Secretary- Treas urcr
On November 11th a combined meeting of the Moncton
Branch and the Engineering Society of Mount Allison was
held in the Science Building of the University at Sackville.
James Fraser, president of the Engineering Society, was in
the chair. A series of Canadian ( teneral Electric technicolour
sound films, entitled "The Inside of Arc Welding", were
shown. The following evening, November 12th, the films
were screened at a branch meeting in Moncton. H. J.
Crudge, chairman of the branch, presided. The meeting was
open to the public, and, in addition to Institute members,
a number of railway welders and vocational school pupils
were in attendance.
MONTREAL BRANCH
L. A. DuCHASTEL, M.E.I.C. - Secretary-Treasurer
Wilms P. Maloke, m.e.i.c. -' \„ ... _,.,
... „. r /Branch Ixrws Editors
W. W. lNe.RAM, s.K.I.e. - - J
Through the courtesy of the Dominion Bridge Company
Limited, a visit was made to their Lachine plant on October
29th, by about 350 members.
The trip was particularly interesting in view of the work
that is being carried on in the plant at the present time.
42
January, 1943 THE ENGINEERING JOURNAL
Operations such as forging, union melt welding, heavy
forming of heads for Scotch marine boilers, frame bending
and préfabrication for ship construction, were in progress.
The mold loft, where templates are made for the fabrication
of ships' plate, and the various furnaces used in bending
and forming work proved of special interest.
After the tour through the plant, refreshments were
served.
Transportation to and from the plant was provided
through the kindness of the Montreal Tramways Company.
charged at an angle just below the roof, with enough
velocity to cause circulation. Practically all heat loss of
these buildings occurs through the roof.
The entrances of the buildings lead to the basement and
the employers reach their work by nearby staircases, with-
out disturbing operators of the previous shift by parading
along the ground floor. The basements are also used for
locker and wash rooms, cafeterias and kitchens, and
recreation rooms.
Industrial Democracy and Its Survival was the topic
of an address given by P. Ackerman, on November 5th.
The industrial age in which we live, where machine
power has gone so far to replace manpower, has introduced
social and economic problems that must be solved if indus-
trial democracy is to survive. A plan was presented to
solve these problems by assuring equity in "duties of all"
and in "benefits for all" which would lead to ever-growing
maximum security, comfort and freedom to all. The alter-
native is "industrial anarchy," with outcast and privileged
classes, resulting in discontent, unrest, class war and leading
to perpetual insecurity, want and human slavery.
The goods that are required by man can be produced by
a fraction of the population. Therefore, some means must
be used to avoid having superfluous labour, or as we usually
call it — unemployment. The proposed plan would take care
of the situation by the retirement of everyone at an early
age, with their future secured by means of a national
mutual retirement insurance. All workers would be taxed
for the purpose during their working years and all would
receive at least an adequate pension for life on retirement.
Workers would not be compelled to retire on attaining the
normal retirement age, but there would be no advantage
in their working beyond it.
Provision is made for sickness, accident and disability
insurance, for rehabilitation after the war, for retirement of
the national debt, for a revised monetary system, for
foreign trade, and for economic and social needs.
The plan promises economic freedom and social security
by means of a "healthy national reorganization of industrial
society."
The discussion lasted about an hour and showed a keen
interest in the subject. It culminated in the voting of a
resolution that the Montreal Branch ask Council to create
a committee to study the subject further. Mr. Duchastel
pointed out that there already is a committee on post-war
reconstruction to which the matter might be referred. The
question was left for Council to decide.
Mr. H. E. Ziel, head of the ventilating and air condition-
ing staff of Albert Kahn, Associated Architects and
Engineers, Inc., Detroit, gave a lecture on November 12th,
his subject being Ventilating Buildings Manufacturing
War Equipment.
The aircraft factory of to-day is a vast building of one
storey and basement. One such building covers 47 acres.
For purposes of fire protection these plants are divided
into sections of 350,000 square feet with fire walls between.
Air-conditioning is designed to provide cleanliness, con-
trolled temperature and humidity, and the movement of
air, and is a necessity in these plants where the use of
various metals with different co-efficients of expansion
demands a maximum temperature of 85 deg. F.
The fans are placed on the roof; wooden ducts six feet
square are used with branches running down. In aircraft
plants the discharge is usually made at floor level, the air
being delivered at high temperature and high velocity.
The work centres around the fuselage and the workers are
far enough away from the duct outlets that they suffer no
discomfort. In other plants, the conditioned air is dis-
The meeting of November 26th was devoted to the sub-
ject of Manpower Control and Employer-Employee
Relations. L. Austin Wright spoke on the manpow ■«
control features of National Selective Service and Mr.
Douglas B. Chant described the work that is being done
with respect to employer-employee relations.
Mr. Wright outlined the restrictions on seeking employ-
ment and on hiring employees under the Selective Service
programme. The restrictions are designed to keep selective
service officers informed as to available labour, and as to
the requirements for labour, so that workers can be placed
where they are needed most. A great effort is made to
provide men with employment in the district in which
they live and thus eliminate unnecessary movement of
workers about the country. At times, however, it is neces-
sary to transport labour to locations where the demand is
expanding rapidly and the local supply is exhausted.
Speaking of the expansion in personnel since the Unem-
ployment Insurance offices were taken over by the Selective
Service last spring, Mr. Wright stated that the number of
offices had increased from 115 to 210 and the Selective
Service staff from 2,500 to 4,000. Great care is exercised
in the choosing of Selective Service officers because of the
responsibility and authority vested in them. Each Selective
Service officer has full responsibility for the operation of
the programme in his area.
With reference to employer-employee relations, Mr.
Chant said that the troubles between management and
labour are usually the result of misunderstanding and that
a lot of the difficulty can be avoided by establishing a
definite company policy, preferably in writing, and by
instituting a joint labour-management agreement com-
mittee. The tendency to-day is for labour to take the
initiative and demand these committees.
Mr. Chant made certain recommendations regarding
these committees, namely, that management and labour
be equally represented, that labour representatives be
below the grade of foreman, that democratic elections be
held with representation by departments or other suitable
divisions, that powers be advisory and recommendatory
only, that a committee cover one plant only with separate
committees for other plants of the same company, that
there be no third party, that wages and hours of service
not be dealt with, that if any machinery already exists for
handling grievances the committee not enter that field.
In the discussion that followed, the questions of how
to deal with absenteeism and loafing on the job were raised.
It was suggested that these could be minimized by pointing
out to the employee the importance of his work with
relation to that of the other employees and the effects on
production if he is not on the job. Persistent cases can be
classed as "serious misconduct" and the employer may
dismiss the employee in such cases without the usual seven
day's notice.
On Thursday, Dec. 3rd a paper on Design, Manufac-
ture and Installation of 120 kv. Oil-Filled Cables in
Canada, was presented by Messrs. D. M. Farnham of the
Montreal Light, Heat & Power Cons, and O. W. Titus
of Canada Wire & Cable Company.
In the first section of the paper, Mr. Farnham spoke on
the design of the system involved. Due to the load carried
by the medium tension ring and the transformers installed,
THE ENGINEERING JOURNAL January, 1943
43
it was impossible to carry power for any interconnection
work. It was therefore necessary to choose a high tension
line to act as a tie between two large transmission systems.
As an overhead line would be rather long and considerable
right-of-way would be required, it was most economical
to use an underground oil-filled cable system. The duct
line was laid to give the straightest line possible and also
the most suitable contour for the cable so as to reduce as
much as possible, oil pressures within the cable.
In the second section of the paper, Mr. Titus spoke on
the manufacture and installation of the cable. He outlined
briefly the construction and theory of solid type cable
which has no central oil channel and is impregnated with
a viscous petroleum compound. Under load the cable
sheath expands and upon cooling small voids are formed
due to the contraction of the compound. Ionization takes
place in these low pressure areas and may finally cause
cable breakdown. In the oil-filled cable the imprégnant is
a fluid oil and the cable has a hollow core which allows the
oil to flow in the cable core. Thus under load the oil expands
as in a solid type cable and, on cooling, the oil which is
under pressure flows along the cable core and prevents the
formation of voids. The life of the cable is thus increased.
If the oil pressure in the cable is kept above atmospheric
pressure under all conditions, the cable is protected against
electrical damage due to sheath punctures.
The cable lengths were kept under pressure from an oil
supply even during the pulling of the cable into the ducts.
All the joints were flushed with fresh degassed oil and
vacuum treated to remove any contamination due to
wiping operations and to remove all traces of gas. The
potheads were made with connections for the oil supply as
were also the stop-joints. Oil feed points were so spaced as
to keep the pressure always above atmospheric pressure.
The cables have been in service for some time now and
data is being collected on their operation. Several slides
were shown of construction and installation details of the
cable.
NIAGARA PENINSULA BRANCH
PETERBOROUGH BRANCH
A. II. Jones, Jr.E.i.c.
J. F. Osborn, S.E.I.C.
Secretary- Treas urer
Branch News Editor
J. H. Ings, m.e.i.c.
J. W. Brooks, ji-.e.i.c.
Secretary-Treasurer
Branch News Editor
On November 26 the Branch held a dinner meeting at
the Leonard Hotel, St. Catharines. Mr. J. M. Galilee,
assistant advertising manager of the Canadian Westing-
house Company, was the speaker of the evening, choosing
as his subject Recent Advances in Electrical Research.
Mr. Galilee's talk was illustrated by considerable equip-
ment, including sterilamps, ultra-violet light, luminous
powders, and a rather remarkable comparison between the
efficiencies of incandescent and fluorescent lighting.
At an executive meeting held immediately after, one of
the main topics of discussion was the increasing prevalence
of Category AA gasoline ration books among the local
engineers. In a widely-scattered branch such as this, the
matter assumes considerable importance as far as monthly
meetings are concerned.
OTTAWA BRANCH
A. A.[S\VINNERTON, M.E.I.C.
R. C. Purser, m.e.i.c. -
Secretary-Treasurer
Branch News Editor
An informal discussion on P.R.P. (Production Require-
ments Plan) took place at a noon luncheon of the branch
at the Chateau Laurier on December 17, 1942, led by G. L.
Jennison of the Department of Munitions and Supply. The
discussion, which was not open to the press, took the form
of a few brief remarks by Mr. Jennison followed by questions
from the audience, which he answered. The questions, for
the most part, were based upon actual problems that had
arisen amongst the members in the operation of the plan.
Many of the members availed themselves of this oppor-
tunity for enlightenment on various aspects of the subject.
Branch activities for the 1942-3 season began on October
24th with a visit to the plant of Fiberglas Limited and
Duplate Limited in Oshawa. About 35 persons inspected
the facilities of the company and later enjoyed dinner as
guests of Fiberglas and Duplate.
Mr. R. N. Fournier, industiial heating specialist, Cana-
dian General Electric Company, Montreal, addressed the
first regular evening meeting Thursday, November 5th.
Mr. Fournier spoke on Electric Heat in Industry, a
topic receiving particular attention at present in view of
its importance in war industry. A full report of Mr. Four-
nier's paper has been made in connection with its pre-
sentation at other branches.
Nearly a hundred members and guests gathered for the
24th Annual Dinner of the Peterborough Branch on
Thursday, November 26th. The meeting was addressed by
Dean C. R. Young, president of the Institute and dean
of the Faculty of Engineering, University of Toronto, and
by Mr. K. M. Cameron, president elect of the Institute
and chief engineer, Department of Public Works, Ottawa.
Branch Chairman D. J. Emery, presented a brief report
on branch activities and introduced the guests. Among the
latter was Louis Trudel, assistant general secretary of the
Institute who commented favourably on the impression
gained on his first visit to the local organization. Mayor
Hamilton welcomed the guests on behalf of the city. His
Worship took the opportunity to express the communities'
gratitude for activities of Peterborough engineers, singling
out Mr. Emery for special notice in connection with his
A.R.P. duties.
Mr. A. L. Killaly introduced Mr. Cameron, tracing his
outstanding career of public service.
Mr. Cameron, an ardent and effective exponent of
planning for post war action, stated plainly that engineers
are bearing an increasing responsibility in the war and
must be prepared to carry an even greater burden in the
peace to follow. He felt that Peterborough with a great
engineering industry was an appropriate place for engineers
to assume the lead.
Dean Young was introduced by Mr. Ross Dobbin, an
early pupil of the president.
Dean Young began with general observations on the
affairs of the Institute, mentioning specifically the Civil
Defence Committee. He went on to define the place of the
engineer in society, with attention to the training and
employment of the young engineer. The president dis-
tinguished three different groups of technical men, namely,
technicians, technologists and engineers. The technician
possesses manual and other skills but with little, if any,
theoretical background. The technologist is a person highly
trained in theory and to some extent in application but in
a very narrow field. The engineer on the other hand is
concerned with organizational economic and managerial
aspects as well as with the technical skill and knowledge
of his work. He must be familiar with many sciences and
mus t be able to relate his own ability and that of others
to the problem at hand. The young man was advised to
acquire a broad professional training, then specialize if
the situation required it. Dean Young stressed the moral
obligation the engineer owed society to serve it to the best
of his ability. There is an element of trusteeship in engineer-
ing as a profession. He assured the meeting that there
would be a tremendous backlog of engineering work to be
done at the end of the war and that engineers will be
busier than ever.
The speakers were thanked by the chairman on behalf
of the meeting.
Mr. Jules Mercier assisted by Mr. Ross Dobbin led
group singing. Entertainment was provided by Mr. N.
Thomas of the Training Centre.
44
January, 1943 THE ENGINEERING JOURNAL
PETERBOROUGH BRANCH ANNUAL DINNER
1 H
a s ?
ILl.
^k H
1 1
r j^
.4borc: Vice-president K. M. Cameron
speaks in a light vein. On his right,
Chairman D. J. Emery and President
C. R. Young; on his left, Immediate
Past-Chairman John Cameron.
Top right: G. R. I.angley, Councillor
W; H. Miinro of Ottawa, President
Young, Past-President J. M. R. Fair-
liairn. Chairman I>. J. Emery. In the
foreground, Past Vice-President R. L.
Dobhin.
Above: R. A. Elliott of Deloro, president-
elect of the Association of Professional
Engineers of Ontario, A. I,. Killaly and
Past-President J. M. R. Fairhairn.
Left: Jules Mercier,
"the life of the party,"
leads community
singing.
The assistant general secretary, Louis Trudel, reports on
Headquarters* activities.
A happy group. From left to right: R. L. Dobbin, Dr.
M. H. Vclland, president of the Ontario Medical Associ-
ation, John E. Keyes and D. Dotty.
THE ENGINEERING JOURNAL January, 1943
45
QUEBEC BRANCH
Paul Vincent, m.e.i.c.
Secretary-Treasurer
Samedi après-midi, le 12 décembre, les membres de la
Section de Québec visitaient le nouvel Hôpital St-Michel
Archange à Mastaï. Organisée par Yvon-R. Tassé, cette
visite de l'institution qu'on prétend être la plus moderne
du genre dans toute l'Amérique du Nord, a grandement
intéressé les ingénieurs.
L'édifice central et ses trois pavillons abritent actuelle-
ment un personnel de 4,300 personnes. Il n'y a donc pas
lieu de s'étonner d'y trouver réunies toutes les particularités
d'une véritable petite ville.
La façade principale mesure 600 pieds de longueur et les
huit étages représentent quelque 650,000 pieds carrés de
plancher. Trois autres ailes de 600 pieds chacune s'édifieront
avec le temps pour former un carré autour des centrales
d'électricité et de chauffage. Les quatre bâtisses sont réunies
par 48,000 pieds carrés de plancher souterrain s'étendant
sur une longueur de plus d'un mille.
Tout a été construit et organisé en vue de l'expansion
future et les autorités n'ont rien épargné pour que l'orga-
nisation soit la plus parfaite possible à tous points de vue.
L'hôpital a son usine électrique en propre. L'électricité est
produite par la vapeur provenant de l'usine de chauffage.
Trois chaudières, dont deux fonctionnent régulièrement,
brûlent chacune environ 3,000 lb., par heure, de charbon
pulvérisé amené à la chambre de combustion par des stokers
pulvérisateurs. Toutes les opérations et les pressions sont
mesurées automatiquement sur un tableau d'instruments
de toutes sortes. La ventilation et l'air climatisé offrent
aussi beaucoup d'intérêt.
La construction de l'édifice central a été l'objet d'uneétude
particulière de la part des membres. La structure est de
béton armé et tout est à l'épreuve du feu. La chapelle, une
fois terminée, pourra recevoir 2,800 personnes. Le procédé
par lequel le plafond est suspendu est très remarquable. Des
fils d'acier attachés aux poutres d'acier soutiennent le pla-
fond de plâtre et ce n'est qu'en l'examinant par dessus
qu'on peut constater le mode de suspension qui élimine
toutes les colonnes. En regardant de l'intérieur, il nous
semble que de grosses poutres soutiennent le plafond, quand,
en réalité, ce n'est que soufflage.
Le théâtre, que l'on est également à terminer, a les mêmes
particularités et, comme dans la chapelle, tous les murs
intérieurs sont isolés au liège pour amortir les bruits et
éliminer la condensation qui pourrait être néfaste aux fils
d'acier. Les matériaux acoustiques y sont amplement utilisés
dans ces deux endroits.
L'éclairage se fait par le système fluorescent dans tout
l'édifice.
L'installation des cuisines et des garde-manger, des plus
moderne, est faite avec la même perfection du détail et de
l'ensemble. Les repas sont servis dans un temps minimum
par un système de cafeteria qui est, sans contredit, ce qu'il
y a de plus moderne dans toute la ville de Québec.
Les communications entre les départements sont nom-
breuses et faciles, les ascenseurs, en particulier, étant com-
plètement automatiques.
L'appareil électrique, pour les traitements aux malades
de catégorie spéciale, a retenu l'attention des visiteurs. On
traite depuis un an une foule de patients à l'électricité par
des méthodes moins pratiques. Des statistiques ont dé-
montré que, sur 1,160 patients traités, on avait obtenu une
guérison complète pour 60 à 70 pour cent de ce nombre.
M. Emmanuel Fournier, chef-ingénieur diplômé de l'Uni-
versité de Michigan et du Massachusetts Institute of Tech-
nology a guidé les quarante visiteurs en leur donnant les
explications techniques.
Le 14 décembre 1942, la section de Québec tenait son
assemblée annuelle générale dans l'amphithéâtre de l'Ecole
des Mines, Faculté des Sciences de l'Université Laval,
Boulevard de l'Entente.
En l'absence de Monsieur L.-C. Dupuis, président de
notre section pour 1941 et 1942, Monsieur René Dupuis
présidait la réunion.
Après lecture des procès-verbaux et des rapports financiers
de l'année, l'on présenta à Monsieur Cyrille Dufresne un
certificat pour le prix de $25.00 de l'Engineering Institute
of Canada, qu'il avait gagné au mois de juin dernier, pour ses
succès comme étudiant de troisième année en génie minier.
Ce certificat lui fut remis par Monsieur A.-O. Dufresne,
sous-ministre au Ministère des Mines de la Province de
Québec.
En attendant le rapport des scrutateurs sur l'élection des
officiers, les présidents des divers comités de la section ont
présenté le rapport de leurs activités durant l'année.
Le rapport des scrutateurs fit connaître à l'assemblée
que Monsieur René Dupuis était élu président de la section
de Québec pour 1943. M. Dupuis est directeur de l'Ecole
de Génie Electrique récemment créée à la Faculté des
Sciences de l'Université Laval de Québec.
Monsieur E. D. Gray-Donald, assistant surintendant
général de Quebec Power a été élu vice-président et Paul
Vincent, ingénieur en chef au Ministère de la Colonisation,
secrétaire pour un autre terme.
Les nouveaux conseillers, élus pour une période de deux
ans, sont MM. Gustave St-Jacques, Euclide Paré et Yvon-
R. Tassé.
Après l'allocution du nouveau président M. René Dupuis
qui remercia les membres du témoignage de confiance qu'ils
lui faisaient en l'élisant à ce poste, l'on procéda à la forma-
tion des comités de Bibliothèque, Législation, Recrutement,
Nomination, Orientation des Etudiants, Programme et
Engineering Features of Civil Defence.
M. Robert Sauvage nous donna ensuite une courte cau-
serie sur La Théorie et les Effets des Bombes.
Pour terminer cette soirée, les membres prirent des ra-
fraîchissements tout en discutant avec leurs confrères.
SAULT STE. MARIE BRANCH
O. A. Evans, jt.e.i.c.
X. C. Cow IK, Jr. e. i.e.
Secretary-Treat; u rer
Branch News Editor
The sixth general meeting for the year 1942 was held in
the Grill Room of the Windsor Hotel on Friday, November
27th, 1942, when 28 members and guests sat down to
dinner at 6.45 p.m.
The business portion of the meeting began at 8.00 p.m.,
with Chairman L. R. Brown in charge. The minutes of the
previous meeting were read and adopted. The chairman
then called upon A. H. Russell to bring in the Nominating
Committee's slate of officers for the year 1943. The chair-
man explained to the members that they were free to
nominate any other member for the executive. After a
lapse of some minutes and no further names being nomin-
ated the nominations were closed.
The chairman then called upon C. Stenbol to introduce
the speaker of the evening, Professor A. E. MacDonald of
Manitoba University, which he did in a few well chosen
words.
Professor A. E. MacDonald in his opening remarks
brought greetings from the Winnipeg Branch to the Sault
Branch. In his address entitled Foundation Problems in
the Winnipeg Area, the speaker advised the members to
pay particular attention to the geological structure of the
land when constructing any building or edifice. Winnipeg
was built on the bed of old Lake Agassiz. Great masses of
powdered rock were deposited in different layers between
the soil on the surface and the limestone bed rock some 60
feet below. Some of these clays contain as much as 30 per
cent water and in Winnipeg these clays have been drying
up due to the almost 100 per cent run off of moisture from
the city streets. This drying up is not general around the
building and as a consequence the clay on one side of the
building may dry up and let the building sag on one end.
He also quoted incidences where this dried up clay had
taken moisture in again and as a result raised the floor of
46
January, 1913 THE ENGINEERING JOURNAL
the basement in humps, causing the centre beams to raise
and the doors and windows jam in the household. He also
informed the members that driving piles in the clay was
worse than useless as the load was then distributed over a
smaller area. This only aggravated the sag. There were a
number of ways to overcome this problem among which
were to drive pillars down to bed rock or to allow for a
certain amount settlement. His address was well illus-
trated with slides.
A. E. Pickering in his vote of thanks said that every
engineer encountered this problem in his career and that
Professor MacDonald's address was full of useful informa-
tion.
TORONTO BRANCH
S. H. DeJong, m.e.i.c. -
G. L. WhVIE, Affi.E.I.C. -
Secretary- Treasurer
Branch News Editor
The second meeting of the Toronto Branch for the 1942-
1943 season was held in Hart House, Friday, November
20th. After the regular routine business was disposed of
the Branch chairman, Col. W. S. Wilson, handed the
meeting over to the chairmanship of Prof. R. W. Angus,
particularly in view of the latter's long association with the
speaker of the evening, Mr. O. Holden, chief hydraulic
engineer, Hydro-Electric Power Commission of Ontario.
Mr. Holden's paper dealt with the design and construction
of the DeCew Falls power development near St. Catharines,
Ont. Beginning with the early development of the district
by John DeCou and other prominent pioneers in the early
part of the 19th century, Mr. Holden traced the growth of
water power development at this site which culminated in
the existing 50,000 hp, 66%-cycle generating plant of the
old Dominion Power & Transmission Co. He then depicted
the various features which comprise the new 65,000 hp,
25-cycle development at DeCew Falls now under con-
struction. The work involved in this extends from the
intake from No. 3 Welland Canal at Allanburg northwards
to the control and outlet works at Port Dalhousie, a dis-
tance of approximately 10 miles. Between these points lie
improvements to existing water channels and storage
basins, the headworks structure and the 2,000 ft. long
canal in solid rock leading to it, the penstock and power
house structures, the improvement in alignment of Twelve
Mile Creek which forms the tailrace channel, the removal
at St. Catharines of No. 2 lock on the second Welland
Canal with installation of a large weir structure in the
deepened and widened channel there, together with sundry
minor works. Design of the various structures was described
by the speaker who also briefly indicated some of the con-
struction problems encountered. The whole lecture was
illustrated by lantern slides in both black and white and
colour, and was listened to with considerable interest by
an audience of about 70. After some interesting discussion
the meeting was brought to a close with a vote of thanks
proposed by Mr. W. E. Bonn.
Surface Hardening by Induction was discussed by
Dr. H. B. Osborn, Jr., Tocco Division, Ohio Crankshaft
Company, Cleveland, before a joint meeting of the Ameri-
can Institute of Electrical Engineers, Toronto Section, and
the Engineering Institute of Canada, Toronto Branch, at
the Mining Building, University of Toronto, Friday,
November 27, 1942.
All arrangements for this meeting were made by the
Toronto Section A.I.E.E., and the chairman, D. W.
Callander, presided.
According to Dr. Osborn, induction hardening was first
introduced in the production of crankshafts. This successful
application led to further investigation of the possibilities
of the process and it is now being applied for many purposes
including important items of war material.
While the exact method of operation and the equipment
varies with different applications, the general principle
involved is the heating of the surface layer of the metal by
placing the part in a high frequency alternating field. In
practice the principal source of heat is from eddy currents
which are confined largely to the surface layers of the metal
when the frequency employed is high.
Induction hardening apparatus consists essentially of a
source of high frequency current and a suitably designed
water-cooled inductor coil. The inductor usually has holes
through which water may be sprayed on the heated parts
to quench it. The source of high frequency current may be
a motor-generator set, a spark gap oscillator, or a vacuum
tube oscillator. Good inductor design is an important factor
in the successful operation of the process and in each case
the inductor must be adapted to the particular parts to be
treated and the area which it is desired to harden. In many
cases where large numbers of similar parts are being hardened
by induction, ingenious devices are incorporated to handle
the parts and carry out the sequence of operation to
accurate timing.
The speaker discussed the method of controlling the
process according to the maximum temperature and depth
of hardening desired, and the size of piece to be heat-
treated. The factors varied are the electrical input, the
frequency, and the length of time of heating.
Among the applications of induction hardening are the
treating of gear teeth, bearing surfaces, and pins; the heat-
ing of tubes in shell production, and the brazing of nose-
pieces for high explosive shells. Advantages of induction
hardening are that distortion is minimized, the short heat-
ing time eliminates formation of scale and avoids grain
coarsening, and mass production is possible.
The lecture was illustrated by slides showing sectional
view of surface hardened materials and some of the surface
hardening equipment now in use.
At the conclusion of a lively discussion, the vote of thanks
was moved by W. S. Wilson, chairman of the Toronto
Branch, Engineering Institute of Canada.
Glass in National Defence was discussed by C. J.
Phillips, sales manager, Insulation Division, Corning Glass
Works, Corning, N.Y., before the Toronto Branch, of the
Institute, at Hart House, on Thursday evening, December
3rd.
After opening the meeting, Branch Chairman W. S.
Wilson called upon W. H. M. Laughlin to act as chairman
for the evening.
In order to provide a background for some of the newer
developments in glass, the speaker pointed out that glass
definitely dated back to 1500-2000 B.C. and was an early
article of commerce. From 1300-1400 A.D. the secrets of
glass-making were very zealously guarded in Venice but
shortly after 1500 A.D. glass-making had spread through
practically all the European countries. The glass industry
has a long tradition of hand-working and until very recently
many of the tools of glass-making were identical with those
of the early Egyptians. However, within the last forty
years some portions of the industry have been highly
mechanized; a typical instance is a machine which will
turn out 1,000 electric light bulbs a minute.
From various viewpoints glass may be defined as any
one of a great variety of commercial objects (Corning makes
35,000 different glass articles), as an almost separate and
distinct state of matter, or as the result of mixing, fusing
and cooling of mixtures of chemicals in such a way that
they do not crystallize.
Approximately 90 per cent of the glass manufactured is
the basic soda-lime-silica type common in window glass,
bottles, etc. Countless modifications may be made through
the use of other oxides and in an average year at Corning
Glass Works some 350 different kinds of glass are employed,
while the company's files list tens of thousands of glass
formulae.
Through such modifications, glass may be prepared in
colours from clear to jet black, densities from 2.1 to 8.5,
coefficients of expansion from 8 x 107 to 120 x 107 per
deg. C, with a modulus of elasticity varying from 7-14
million, restivity from 1010 to 1018, and refraction from
THE ENGINEERING JOURNAL January, 1943
47
1.4 minimum to over 2. Great variations in chemical
resistance are also experienced.
The speaker referred to the difficulty of predicting the
mechanical strength to glass. Under proper conditions,
glass rods drawn from the furnace and not touched save at
the ends (one-quarter inch in diameter) may have a tensile
strength of 140-150,000 lb. per sq. in. If a little sand is
drawn over the surface of the rod, the tensile strength may
drop to 25,000 lb. and with a bit of rough handling down to
10,000 lb. Very fine glass fibres which have not been touched
have given tensile strength as high as several million
pounds per square inch.
The heat treatment of glass, setting up compression on
the outside and tension on the inside, is used in the pro-
duction of baking ware, armour plate glass, and gauge
glasses.
The metallizing of glass is one of the interesting recent
developments. By this process a metal coating is fused
tightly to glass, permitting the subsequent soldering of
metal bases or other metal parts to glass articles.
Wire is being wound in grooves on glass with the threads
cut to a tolerance of plus or minus 2/1000 or better. Grooves
are cut in a lathe in which a revolving disc and a screw
mechanism grinds the thread.
Another interesting operation is the production of pre-
cision bore tubing with inside diameter held at plus or
minus 5/10,000. In order to accomplish this a glass tube
is placed over a specially designed mandrel of the proper
diameter. The tube is heated and a vacuum applied through
the mandrel making the glass conform exactly to the man-
drel. Tubing of this type is used in level indicators in
aeroplanes in which a glass ball moves in the tube.
Perhaps the outstanding accomplishment described by
the speaker was the development and application of 96 per
cent silica glass. This type of glass is ground, suspended
with a few per cent of water and slip cast in plaster of
Paris moulds. This material may also be extruded or dry
pressed and provides an easy means for the production of
glass articles with holes which were formerly difficult to
place at right angles to the direction of formation. Articles
of this 96 per cent glass which are relatively fragile after
casting, are fired, shrinking 15-20 per cent in the process.
This glass is playing an important part in replacing scarce
steatite in certain phases of radio transmitter work.
Briefly reviewing the war uses of glass, the speaker
referred to optical glass for instruments, binoculars, range
finders, sights, periscopes, etc. — armour plate or bullet-
proof glass for aeroplane and other uses — glass for lenses
of searchlights, beacons, and signalling devices — glass for
ship portholes, insulators for radio equipment, laboratory
ware for industrial and medical purposes, and many other
items.
Dr. T. H. Hogg, chairman of the Hydro-Electric Power
Commission of Ontario, addressed a joint meeting of the
Toronto Branch, Engineering Institute of Canada, and the
Royal Canadian Institute, at Convocation Hall, on Satur-
day evening, December 5th, on the subject Saving Hydro
Power for Victory. Prof. T. H. Mcllwraith, president of
the Royal Canadian Institute, presided.
In the introductory part of the lecture, Dr. Hogg pointed
out that Canada entered the present war with supplies
of hydroelectric power several times greater than those
available at the close of the last conflict. This increase in
hydroelectric power output may be traced largely to the
expansion of manufacturing facilities to a point far in
excess of domestic requirements, through Canada's position
as the fifth exporter in the world.
The Hydro-Electric Power Commission of Ontario at
the beginning of the war had a 35 per cent reserve over its
primary peak load. In spite of the further extension of
generating capacity, and improved co-ordination of genera-
tion and distribution, certain restrictive measures and
voluntary reduction in the consumption of power are now
necessary to meet this winter's heavy load.
Dr. Hogg proceeded to show pictures of two new hydro
developments, the one on the Muskoka River and the
other at Barrett Chute on the Madawaska River, as
instances of what is being done to expand electrical output.
Other slides and a motion picture served to demonstrate
very clearly how important savings of electrical power
could be made in the home.
Mr. W. S. Wilson, chairman of the Toronto Branch,
Engineering Institute of Canada, moved the vote of thanks
to the speaker.
Library Notes
ADDITIONS TO THE LIBRARY
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
NEW CE. 8. A. SPECIFICATIONS
The Canadian Engineering Standards Asso-
ciation has recently issued the following new-
standards.
A56— 1942 Round Timber Piles:
This specification covers the material re-
quirements only, of round timber piles to
be used untreated, or treated by standard
preservatives. 50c.
C77— 1942 OU Circuit-breakers:
This specification applies to both indoor oil
circuit-breakers for a.c. only, having inter-
rupting capacities of 500,000 kva or less at
rated voltage and having voltage ratings of
15,000 volts or less. 50c.
C83— 1942 Pole Line Hardware:
Since the publication of this specification
in June 1942, the following five sets of
additional drawings have been published
for insertion in the above-mentioned speci-
fication. Recipients of this specification are
urged to secure copies of these drawings in
order to keep their specification up-to-date.
25c. a set.
Set No. 2—
G-l Metal pole gain
L-l Reinforcing link
S-2 Guy straps
S-4 Pole bracket straps
S-6 Storm guy strap
S-7 Reinforcing straps
Set No. 8—
A-l Transformer kick arm
B-9 Phantom transposition bracket
G-3 U cable guards
l-l Break irons
R-6 Span wire ring
S-8 U cable guard straps
Sel No. 4—
B-8 Single point transposition bracket
B-13 Diagonal braces
B-14 Vertical braces
S-9 Aerial cable support
T-l Guy thimbles
T-4 Communication thread
Set No. 5—
B-4 Extension back braces
1-2 Pulling-in irons
N-2 Eye nuts
P-2 Wood thimble steel insulator pin
P-3 Wood thimble steel insulator pins
T-2 Wood thimble
Set No. 6—
F-l Crossarm pole top extension fixture
G-5 Flat guage
G-6 Ring guage
P-4 Lead thimble steel insulator pin
PS Lend thimble steel insulator pins
T-5 Steel insulator pin lead thimble
CESA ELECTRICAL STANDARDS
The following six revised and new stan-
dards are Approved Specifications under Part
2 of the Canadian Electrical Code, the re-
quirements of which must be met in order to
obtain CESA approval of the electrical de-
vices concerned. These standards were pre-
pared in collaboration with interested manu-
facturera and industrial associations and are
based on laboratory tests and record in
service.
C22.2 No. 3 — 1942 Electrical Equipment
for Oil-burning Apparatus, 2nd éd.:
This specification applies to electrical
equipment for use on supply circuits of 750
volts and less in conjunction with electri-
cally operated or electrically controlled oil-
burning apparatus intended to be employed
and installed in accordance with the rules
of Part 1 of the Canadian Electrical Code.
It does not apply to (a) oil burners in-
tended for use on industrial process: — (b)
The construction of electrical components of
48
January, 1943 THE ENGINEERING JOURNAL
oil burners (e.g. motors, controls, trans-
formers). Due to the present restrictions on
the manufacture of the type of equipment
covered by this specification the "effective
date of new production" will be set by the
CESA Approvals Administrative Board
when these restrictions have been with-
drawn. 50c.
C22.2 No. 46 — 1942 Electric Air-heaters,
2nd éd.:
This specification applies to both portable
and stationary air-heaters for potentials of
250 volts and less, designated to be em-
ployed in accordance with the rules of Part
1 of the Canadian Electrical Code. Effective
as of December 31, 1942 for new produc-
tion. 50c.
C22.2 No. 61—1942 Electric Ranges:
This specification which has just been
issued applies to both stationary and port-
able electric ranges for potentials up to and
including 250 volts between conductors,
designed to be employed in accordance with
the rules of Part 1 of the Canadian Elec-
trical Code. The specification is applicable
to general domestic and commercial pur-
purposes (e.g. in homes, restaurants and
similar establishments). Effective as of
October 31, 1942 for new production. 50c.
C22.2 No. 64 — 1942 Cooking and Liquid-
heating Appliances (Domestic and
Commercial Types) :
This specification applies to both portable
and stationary cooking and liquid-heating
appliances for potentials of 250 volts and
less, designed to be employed in accord-
ance with the rules of Part 1 of the Cana-
dian Electrical Code. It applies to toasters,
waffle ironSj hot-plates (table-stoves) , sand-
wich toasters, grills, coffee makers, kettles,
chafing dishes, water-heaters, doughnut
cookers and similar devices. It does not
apply to portable (rangettes) or stationary
electric ranges, humidifiers, stills, steril-
izers or industrial heating appliances.
Effective as of February 15, 1943 for new
production. 75c.
C22.2 No. 72—1942 Heating and Heater
Elements — Replacement Types:
This specification applies to replacement
(those which are intended for general sales
to the public and as such will be used in
various makes of heating appliances) heat-
ing elements and heater elements for
domestic heating appliances, for potentials
up to and including 250 volts between con-
ductors and designed to be employed in
accordance with the rules of Part 1 of the
Canadian Electrical Code. Effective as of
May 15, 1942 for new production. 50c.
C22.2 No. 77—1942 Inherent Overheating
Protective Devices for Motors:
This specification applies to inherent over-
heating protective devices for mounting in
or on motors (and affected therefore, to
some extent by heat from the motor) for
potentials up to and including 600 volts
between conductors and for motors rated
at 1 hp or less, designed to be employed in
accordance with the rules of Part 1 of the
Canadian Electrical Code. It includes
inherent overheating protective devices for
both the automatic-reset type and the
manual-reset type. They may be actuated
by the heat from the motor alone or by a
combination of the heat from the motor and
the motor current passing through the
device. Effective as of December 31, 1942
for new production. 50c.
Copies of these standards may be obtained
from the Canadian Engineering Standards
Association, National Research Building,
Ottawa.
TECHNICAL BOOKS
Principles of Electronics:
Royce Gerald Kloeffler. N.Y., John Wiley
and Sons, Inc., 1942. 6 x 9\i in. $2.50.
Heat:
2nd ed. James M. Cork. N.Y., John Wiley
and Sons, Inc., 1942. 6 x 9\i in. $3.50.
American Diesel Engines:
Their operation and repair. E. F. Goad.
N.Y., Harper and Brothers (c. 1942).
$2.75.
Ferrous Production Metallurgy:
John L. Bray. N. Y., John Wiley and Sons,
Inc., 1942. 6x9% in. $4.00.
Engineering Materials Machine Tools
and Processes:
W. Steeds. Toronto, Longmans Green and
Co., 1942. 5y2 x 8% in. $4.75.
TRANSACTIONS, PROCEEDINGS
The Royal Society of Canada:
Transactions. 3rd series, volume 36, Section
5 — Biological Sciences. May, 1942.
Ohio State University Studies —
Engineering Series — Bulletin:
No. 112 — Nepheline syenite in low tempera-
ture vitreous wares.
Purdue University — Engineering Experi-
ment Station — Bulletin:
Research series No. 85 — Report of the re-
search and extension activities, engineering
schools and departments for the session of
1941-42.
University of Missouri — Engineering
Experiment Station — Bulletin:
No. 31 — Cross-connection survey in Cal-
houn County, Michigan, by Edward Lee
Stockton.
University of California — Department of
Geological Sciences — Bulletin:
Volume 27, No. 1 — A skull of bison lati-
frons from the pleistocene of northern Cali-
fornia.
Cornell University — Engineering Experi-
ment Station — Bulletin:
No. 30 — The specific heats of certain gases
over wide ranges of pressures and tem-
peratures. Air CO, C02, CH4, C2H4, H2,
N2, and 02.
Quebec — Department of Mines —
Division of Mineral Deposits:
Special report on the iron deposits of the
province of Quebec.
St. Mary and Milk Rivers Water
Development Committee:
Report on further storage and irrigation
works required to utilize fully Canada's
share of international streams in southern
Alberta. February, 1942.
U.S. — National Bureau of Standards —
Building Materials and Structures
Reports:
BMS88 — Recommended building code re-
quirements for new dwelling construction
with special reference to war housing:
Edison Electric Institute:
Utilization voltage standardization recom-
mendations. A joint report of the Electrical
Equipment Committee and the Transmis-
sion and Distribution Committee. E.E.I,
publication No. J8, October 1942. —
Boilers and Combustion 1941. A report of
the Boilers and Combustion Subcommittee
of the Prime Movers Committee. E.E.I,
publication No. J7, October 1942.
Electrochemical Society — Preprint :
No. 83-1 — The electrode position of silver
on magnesium.
McGill University:
Annual report 1941-42.
Illinois Institute of Technology :
Annual report of the President for the year
ended August 1942.
American Institute of Consulting
Engineers:
Lesson of the last world war by Dr. James
T. Shotwell with discussions.
Canada — War Time Prices and Trade
Board:
Quarterly summary, July to September,
1942.
AIR RAID PRECAUTION AND CIVIL DEFENCE
The following literature has been added to
the Institute Library since the last published
list in the December Journal.
Office of Civilian Defence — Medical Divi-
sion— Sanitary Engineering Bulletin:
No. 1 — Protection and maintenance of pub-
lic water supplies under war conditions.
34 PP.
No. 2 — Municipal sanitation under war
conditions. 26 pp.
Indiana State Defence Council — Emer-
gency Water and Sewerage Commit-
tee:
Bulletin No. 4 — Waterworks school for
emergency wartime training and water-
works training course (proposed syllabus).
82 pp.
BOOK NOTES
The following notes on new books ap-
pear here through the courtesy of the
Engineering Societies Library of New
York. As yet the books are not in the
Institute Library, but inquiries will be
welcomed at headquarters or may be
sent direct to the publishers.
ACCOUNTING FUNDAMENTALS
By R. E. Strahlem. Ronald Press Co.,
New York, 1942. 365 pp., diagrs., charts,
tables, 9Y2x6in., cloth, $3.50.
This textbook is intended for students in
engineering and industrial schools who must
acquire a knowledge of accounting funda-
mentals in a relatively short course. From
the first, the emphasis is on accounting for
manufacturing corporations, and the prob-
lems all relate to industrial companies.
AERIAL NAVIGATION (Flight Lesson
Text No. 41)
By W. E. Dyer. American Technical
Society, Chicago, 1942. 64 pp., illus.,
diagrs., charts, tables, maps, 9x6 in.,
paper, 75c.
The method of aerial navigation called dead
reckoning is thoroughly explained in this
practical text. Many diagrams and illustra-
tions are used to depict just how the process
works. Actual problems with solutions, and a
set of review questions are included.
Air Raid Precautions Training Manual
No. 1, 1st ed. Amended reprint,
August, 1942.
BASIC TRAINING IN AIR RAID
PRECAUTIONS
His Majesty's Stationery Office, London,
1942. 57 pp., illus., diagrs., tables, 8x/2 x
5Y2 in., paper, 6d. (obtainable from
British Library of Information, 30 Rocke-
feller Plaza, New York, 15c.)
This is the first of a series prepared by the
British government to further uniform prac-
tical training of air raid precautions personnel.
The present manual sets out the basic prin-
ciples of personal protection against air
attack and is intended to cover the first stage
of training for air raid precautions workers.
Protection against incendiary bombs, high
explosives and gas are explained, and the
elements of first aid are set forth.
AIRCRAFT SPOT AND SEAM WELDING
By G. Kuntz. Pitman Publishing Corp.,
New York, and Chicago 1942. 108 pp.,
illus., diagrs., charts, tables, 8Y2 x 5Yi in.,
cloth, $1.25.
The theory and practical operation of spot
• and seam welding equipment are concisely
THE ENGINEERING JOURNAL January, 1943
49
presented in this small volume. The object
is to enable the welder to understand his
machine, and to provide the aircraft designer
with information that will enable him to
utilize these welding processes to the best
advantage.
ALTERNATING-CURRENT MACHINES
By A. F. Puchstein and T. C. Lloyd, 2 ed.
John Wiley & Sons, New York; Chapman
& Hall, London, 1942. 655 pp., Mus.,
diagrs., charts, tables, 9\A x 6 in., cloth.
■$5.50.
In dealing with the various types of alter-
nating-current machines, each topic is treated
approximately in the following order: con-
struction; discussion of operating characteris-
tics; calculation of operating characteristics
from tests ; discussions and analysis of various
related phenomena. The revised edition has
been brought up to date by the inclusion of
new methods of analysis and recent standardi-
zation practices. As in the previous edition,
only steady-state phenomena are covered
with a few important exceptions.
AUDELS ELECTRICAL POWER
CALCULATIONS with Diagrams
By E. P. Anderson. Theo. Audel & Co.,
New York, 1941. 4^1 pp., Mus., diagrs.,
charts, tables, 6Yi x 5 in., fabrikoid, $2.00.
This is a collection of practical electrical
problems and their solutions. It puts special
emphasis on the fundamental laws of elec-
tricity and includes the necessary mathe-
matical formulae. Complete solutions are
given for 275 electrical problems selected from
the average practice of electrical men. The
book is divided into two parts: direct current
and alternating current, which includes the
subjects of power transmission and radio cir-
cuits.
FUNDAMENTALS OF ELECTRIC
WAVES
By H. H. Skilling. John Wiley & Sons,
New York; Chapman & Hall, London,
1942. 186 pp., diagrs., charts, tables, 9 x 8
in., cloth, $2.75.
In this introductory study of electric waves,
the principles of wave action and, in par-
ticular, the basic ideas of Maxwell's equations
are presented in a way that has proved to be
understandable to students. These ideas are
discussed and used in simple examples in
order to increase the students' familiarity
with them. Physical concepts are stressed
without neglecting mathematical exactness or
the requirements of engineering practice.
Great Britain, Dept. of Scientific and
Industrial Research.
INTERNAL COMBUSTION ENGINES
By J. A. Poison. 2 ed. John Wiley &
Sons, New York; Chapman & Hall, Ltd..
London, 1942. 548 pp., Mus., diagrs.,
charts, tables, 9l/2 x 6 in., cloth, $5.00.
A textbook for junior or senior students of
mechanical engineering "who have had a
thorough course in fundamental thermody-
namics and have a fair conception of the
operation of internal combustion engines."
This edition has been completely rewritten
and considerable new material added on cams,
air cooling and the performance of aircraft
engines. A new chapter on gas turbines has
been added.
INTRODUCTION TO ENGINEERING
ECONOMY
By B. M. Woods and E. P. De Carmo.
The Macmillan Co., New York, 1942.
441 pp., Mus., diagrs., charts, tables, maps,
9Y2x6 in., cloth, $4.00.
This textbook for engineering students is
intended as an introduction to the subject, in
which the relation of such subjects as eco-
nomics, accounting, statistical methods, etc.,
to the economy of engineering enterprises is
set forth.
MERRIMAN'S STRENGTH OF
MATERIALS, revised by E. K. Han-
kin, 8th ed.
John Wiley & Sons, New li ork; Chapman
& Hall, London, 1942. 148 pp., Mus.,
diagrs., charts, tables, 9 x 5Y in., cloth,
$1.50.
The new edition of this well-known text-
book has undergone a thorough revision and
rewriting. The reviser has designed it as a
basic textbook for nontechnical students and
mechanics, and has made it more practical
than before.
OIL PROPERTY VALUATION
By P. Paine. John Wiley & Sons, New
York; Chapman & Hall, London, 1942.
204 pp.. charts, tables, 9\A x 6 in., cloth,
$2.75.
This book reviews the meaning and scope
of valuation in the oil business, discusses the
factors which enter a valuation and describes
the methods of applying these factors. The
object is to show the influences other than the
mere amount of oil and gas available which
affect the value of a property.
(An) OUTLINE OF NAVAL ARCHITEC-
TURE AND SHIP CONSTRUCTION,
2 Vols.
By C. L. Wright. Jr. 2 ed. rev. Graduate
School, Dept. of Agriculture, Washington,
D.C., 1942. Vol. 1, 145 pp.; Vol. 2] ISO
pp. diagrs., charts, tables, lOYi x 8 in.,
paper, $2.00 each Vol.
Presented entirely in outline form, this
guide is intended for persons whose interests
require a general knowledge of the design and
construction of ships. The treatment is
essentially practical, and numerical examples
are fully worked out. For detailed information
concerning any particular phase of the work,
this outline must be supplemented by publica-
tions such as those listed on the reference page.
PAPERMAKING ABSTRACTS
Compiled by TAP PI Committee on Ab-
stracts and Bibliography, edited by R. G.
Macdonald and V . F. Waters. Published
by the Technical Association of the Pulp
and Paper Industry, 122 East 42nd St..
New York, 1942. 270 pp., liy2 x 9 in.,
paper, $2.00.
This volume provides abstracts of articles
and patents relating to the manufacture and
technology of pulp, paper, paperboard and
paper products which have appeared during
recent years. Special attention is given to
foreign publications, which are abstracted
very fully. Author and subject indexes are
included.
PLASTICS FOR INDUSTRIAL USE, an
Engineering Handbook of Materials
and Methods
By J. Sasso. McGraw-Hill Book Co., New
York and London, 1942. 229 pp., Mux..
diagrs., charts, tables, 9Y> x 6 in., cloth,
$2.50.
This manual discusses the plastics which
are particularly suitable for industrial use.
The comparative properties of the various
types, methods of molding, the design of
molds and the machining and finishing of
plastic parts are described. Separate chapters
are devoted to specific plastics. A directory of
trade names, suppliers and molders is ap-
pended.
PRINCIPLES OF HEAT ENGINEERING
By N. P. Bailey. John Wiley & Sons,
New York; Chapman at Hall, London,
1942. 284 PP< diagrs., charts, tablis. ''■_.
x 6 in., cloth, $2.75.
The principles of heat engineering covered
in this book may be considered as the mini-
mum requirement for any engineer. The
theoretical material presented is expressed
quantitatively for use in the solution of
engineering problems, of which a large group
is included at the end of the text. The early
chapters deal with general concepts, while the
later ones cover respectively such engineering
topics as internal-combustion and steam
engines, turbines, boilers and refrigeration.
STRUCTURAL DEFENCE AGAINST
BOMBING
Engineering Institute of Canada, 2050
Mansfield St., Montreal, Canada. Oct.,
1942. 56 pp., Mus., diagrs., charts, tables,
11 x8l/2 in., paper, $1.00.
This booklet, prepared by a committee of
the Engineering Institute of Canada, presents
an excellent outline of methods of protection
that will give citizens sufficient protection
against aerial attack and will prevent undue
dislocation of industrial plants and public
■ services. The methods are based upon British
experience and practices. Air raid shelters,
bomb resisting structures, shelter ventilation,
the protection of glass, structural protection
against fire, the protection of industry and
vital plant, and building design in relation to
air attack are considered. There is a bibli-
ography.
STRUCTURE AND PROPERTIES
OF ALLOYS
By R. M. Brick and A. Phillips. McGraw-
Hill Book Co., New York, 1942. 227 pp.,
Mus., diagrs., charts, maps, tables, 9Yi x
6 in., cloth, $2.50.
This text seeks to establish the correlation
among alloy phase diagrams, microstructures
and properties. Special attention has been
directed to the effect of industrial practices in
casting, working and heat treating alloys on
the application of, or departure from, theoreti-
cal principles. One hundred and thirty-six
photomicrographs, with full descriptions of
their origins, illustrate normal and abnormal
structures of most standard alloys.
(A) SYMPOSIUM ON PETROLEUM
DISCOVERY METHODS
Conducted by the Research Committee of
the American Association of Petroleum
Geologists, P.O. Box 979, Tulsa, Okla.,
1942. 164 PP-, tables, 11 x 8Y1 in., paper,
s 1.00.
This symposium brings together the views
of a large number of petroleum geologists as
tu t he best approach to the problem of oil and
gas discovery, both now and in the future.
THE STEAM LOCOMOTIVE
By R. P. Johnson. Simmons-Boardman
Publishing Corp., New York, 1942. 502
pp., Mus., diagrs., charts, tables, 9Y2 x 6
in., cloth, $3.50.
In this book, the first on the locomotive to
be published in many years, the Chief Engi-
neer of the Baldwin Locomotive Works has
set down certain fundamentals of locomotive
theory and operation. In addition, attention
is paid to the economics of the steam locomo-
tive and to comparison with the Diesel-electric
variety. The book contains much of interest
to designers and those concerned with railroad
motive power.
(The) VANDERBILT RUBBER HAND-
BOOK, 8th ed., 1942, edited by J.
M. Ball
R. T. Vanderbilt Co., 280 Park Ave., New
York, 1942. 464 PP- Mus., diagrs.. charts.
tables. 8l2 x 5H in., cloth. X5.00.
This work brings together a large amount
of technical information upon rubber, especi-
ally upon compounding for various purposes
and upon testing methods. Both dry rubber
and latex are discussed.
WHAT THE CITIZEN SHOULD KNOW
ABOUT SUBMARINE WARFARE
Bu D. O. Woodbury. W. W. Norton &
Co., New York. 1942. 231 pp., woodcuts,
charts, 8Y1 x 5\2 in., cloth. $2.50.
A nontechnical account of the development
of the submarine and its uses, and of the
measures developed against it. The author
tells something of the history of the sub-
marine and the torpedo, describes the life and
training of submarine crews, and analyses
submarine warfare from 1914 to date.
(Continued on page 53)
50
January, 1943 THE ENGINEERING JOURNAL
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
December 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 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 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 he has
attained the age of twenty-seven years, unless in the opinion of Council special cir-
oumstances 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
BJARNASON— BARNEY SVEINN, of 177 Davisville Ave., Toronto, Ont.
Born at Cold Springs, Man., July 25th, 1906; Educ: B.Sc. (E.E.), Univ. of Man.,
1931; Summers: 1927. '28, '30, and 1931-32, Dept. of Highways, Prov. of Man.;
Surveying and gen. engrg., 1933-35, Vanson Manitoba Gold Mines Ltd., and 1936
(May-Dec), Ardeen Gold Mines Ltd., Kashaboinie, Ont.; 1937-42, with Hans
Lundberg Ltd., Toronto, geophysicists and geologists. I/c of laboratory, directing
development and constrn. of various geophysical instruments for field exploration
work; at present, test engr. radio inspn. and test dept.. Research Enterprises Ltd.,
Leaside, Ont.
References: A. E. Macdonald, R. W". Moffatt, G. H. Herriott, E. P. Fetherston-
haugh, W. F. Riddell, S. H. de.Iong.
BREESE— RUPERT WALTER, of 245 Elm Ave., Westmount, Que. Born at,
Walsall, Staffs., England, Sept. 18th, 1890; Educ: 1906-09, articled pupil, Messrs.
Goddard & Shrimpton, Architects and Land Surveyors, Wolverhampton, England;
1901-16, with Joseph Rielle, Q.L.S., Montreal, surveys and plans; 1916-18, with
Malcolm D. Barclay, Q.L.S., successor to JoBeph Rielle, city and country surveys and
plans; 1918-21, with Laurentide Co. Ltd., Grand Mère, and St. Maurice Paper Co.,
surveys, constrn. and i/c real estate; 1921-36, technical service dept., City of Montreal;
1936-39, Granvill & Co.; 1939, Dept. of Transport, St. Hubert Airport, asst. to res.
engr. and inspr. ; 1939 to date, Works and Bldgs. Divn., R.C.A.F., No. 3 Training
Command, Montreal, senior dftsman., asst. estimating engr., chief in charge of bldg.
siting for aerodromes and relief landing fields, also instructing and supervising
recruited junior dftsman.
References: G. R. MacLeod, W. G. Hunt, H. W. Lea, A. A. Wickenden, L. Laferme
W. E. Seeley.
CHRISTIE— KENNETH JOHN, of 62 Chelsea Road, Hull, Que. Born at Ester-
hazy, Sask., May 24th, 1913; Educ: B.Sc (Mining), Montana School of Mines, 1941 ;
Summers: 1937, 1939, 1941, Hudson Bay Mining & Smelting Co. Ltd., Flin Flon,
engr's. helper and junior engr.; Summer 1938, Geol. Survey of Canada; 1940, engr.,
sampler, and shift boss, Shamrock Mine, Bernice, Montana; 1941-42, asst. mining
engr., Jerome Gold Mines, Ramsey, Ont.; 1942 (Apr. -Sept.), engr. i/c of tunnels,
Shipshaw, Que.; at present, 2nd Lieut., Engineer Officer, Advanced Training Centre,
R.C.E., Petawawa. Ont.
References: C. Miller, P. C. Kirkpatrick.
FINCH— GORDON HOLBROOK, of Ottawa, Ont. Born at Cookshire, Que.,
April 24th, 1898; Educ: B.Sc (E.E.), Univ. of Man., 1924; with Canadian Westing-
house Company as follows: 1922-24, ap'ticeship course, 1924-25, correspondent,
Winnipeg, 1926-28, correspondent, Calgary, 1928-42, engrg. sales, Calgary, and at
present, sales engr., at Ottawa.
References: H. J. McEwen, J. McMillan, W. Anderson, H. A. Cooch, W. H.
Munro, P. F. Peele, A. B. Geddes, H. B. LeBouvreau.
FROST— JOHN GEORGE, of 3680 St. Urbain St., Montreal, Que. Born at
Hornsey, London, England, July 24th, 1902; Educ: Private study. R.P.E. of Que.
(by exam), 1918-20, ap'tice dftsman., Canadian Allis-Chalmers Ltd., Rockfield, Que.;
1921, turbine fitter, 1922-24, dftsman., Dominion Engrg. Works, Lachine; 1924-26,
dftsman., Southern Canada Power Co. Ltd., Montreal; 1926-30, dftsman., 1930-40,
leading dftsman., and 1940 to date, chief dftsman., Power Corporation of Canada
Ltd., Montreal.
References: J. S. H. Wurtele, H. S. Grove, G. E. Booker, G. L. Wiggs, H. S"
Van Patter.
LABREQUE— HENRI, of Montreal, Que. Born at Montreal, Jan. 27th, 1890;
Educ: B.A.Sc, CE., Ecole Polytechnique, 1912. 1923-24, post-graduate course,
Ecole Spéciale des Travaux Publies, PariB; R.P.E. Que.; 1908-11 (summers), chain-
man and rodman, F. C. Laberge, CE., Q.L.S., and Sask. River surveys, 1911, level-
man and topogr.; 1912 (summer), dftsman., Dominion Bridge Co. Ltd.; Fall 1912,
asst. engr., City of Montreal, and dftsman.. Phoenix Bridge Co. Ltd.; 1918 (summer),
asst. engr., Health Dept., Quebec Govt.; 1919 (summer), asst. engr., City of Outre-
mont; 1920-26 (summers), asst. and res. engr., Quebec Dept. of Highways; 1913-29,
professor of mathB., and 1928-43, professor of static graphics, Ecole Polytechnique,
Montreal. 1924-43, professor of static graphics and strength of materials, and 1932-
43, of reinforced concrete, Ecole des Beaux-Arts, Montreal. Also 1928 to date,
consltg. engr., Associated Engineers Limited, Montreal, Que.
References: O. O. Lefebvre, A. Circé, E. Gohier, H. Massue, J. G. Chênevert,
J. A. Beauchemin.
MacDONALD— CHARLES DONALD, of Sackville, N.B. Born at Amherst,
N.S., Feb. 5th, 1909; Educ: B. Eng. (Civil), N.S. Tech. Coll., 1935; 1935, chemist
on tar analysis, etc, for Milton Hersey Co. Ltd.; 1935-36, research, and 1936-39,
res. engr., Dept. of Highways of Nova Scotia; 1939-40, lecturer, engrg. dept., 1940 to
date, asst. professor of engrg., and from Feb., 1942, plant supt., Mount Allison
University, Sackville, N.B.
References: H. W. McKiel, S. Ball, R. W. McColough, G. T. Medforth, V. C.
Blackett, H. J. Crudge.
PARRISH— VERNON McLEOD, of Winnipeg, Man. Born at Medicine Hat,
Alta., Feb. 16th, 1915; Educ: B.A.Sc. (Mech.), Univ. of Toronto, 1938; 1933 and
1935 (summers), dfting., surveying, field work, gas dept., City of Medicine Hat;
1936-37 (summers), gen. dfting. and struct'l design, Dominion Glass Co., Redcliffe,
Alta. ; 1938-39, shop assembly and calibration of metering and control equipment, etc.,
Bailey Meter Company, Cleveland, Ohio; 1939 to date, sales-service engr., Bailey
Meter Co. Ltd., Montreal, Que.
References: R. W. Angus, E. W. R. Butler, A. L. Cole, H. J. Muir, J. T. Watson.
ROBERT— RENE ANTONIO, of Ste-Thérèse, Que. Born at Lachute, Que..
May 1st, 1908; Educ: B.A.Sc, CE., Ecole Polytechnique, 1935; R.P.E. Que.;
1935-36, asst. divn. engr., Quebec Roads Dept.; 1936 to date, assistant, physics
laboratory, Ecole Polytechnique, Montreal, Que.
References — H. Gaudefroy, L. Trudel, A. Gratton, J. A. Lalonde, A. Circé.
THOMSON— CHRISTIAN ALDROM, of 3491 Belmore Ave., Montreal, Que.
Born at Troy, N.Y., March 31st, 1895; Educ: 1915-17, civil engrg., Tri-State Col-
lege, Indiana (did not graduate — enlisted in U.S. Army Engrs); 1913-15, chief
operator, Canadian Light & Power Co.; 1917-19, Sgt. and Acting Master Engineer,
U.S. Army, 6th Engineers; 1919-24, field engr., elec and sprinkler depts., Can.
Underwriters Assn.; 1924-34, fire protection engr., ins. dept., Canadian National
Railways; 1935-42, gen. sales mgr., Dominion Electric Protection Company; 1942 to
date, technical supt., R. Campbell Brown & Co. Ltd., Insurance Brokers, at present
on fire protection and security survey of all properties, for Cons. Mining & Smelting
Co. Ltd., Trail, B.C.
References: C K. McLeod, R. W. Hamilton, J. Morse, H. A. Dixon, M. Eaton,
S. W. Fairweather, D. Anderson, S. Walsh, W. A. Duff, H. F. Finnemore, J.
Schofield, H. G. O'Leary, F. L. C. Bond, C. B. Brown, R. O. Stewart.
WHITEHOUSE— FRANK ALEXANDER, of Port Alberni, B.C. Born at
Bournemouth, England, Oct. 24th, 1897; Educ: Private tuition. I.C.S. Civil Engrg.
Course; 1920-21, rodman and topogr., C.N.R. surveys and constrn.; 1921-25, logging
engr., in full charge of Burveys and constrn. of logging rlys.; 1925-26, dftsman., Los
Angeles Gas & Electric Corpn.; 1927-32, dftsman., instr'man., inspr., on concrete
pavements, etc, engrg. dept., City of Vancouver; 1940-41, manager, small lode gold
mine; 1940-41, asst. engr. on constrn. of Nanaimo Military Camp; 1942 to date,
engr. in charge of constrn., Alberni Brigade Camp, Port Alberni, B.C.
References: H. D. Lambert, A. G. Graham, F. P. V. Cowley, G. L. Tooker.
THE ENGINEERING JOURNAL January, 1913
51
MacKAY — ERNEST, of 255 Outremont Ave., Outremont, Que. Born at Montreal,
Feb. 1st, 1890; Educ.: B.A.Sc, CE., Ecole Polytechnique, 1912. R.P.E. Que.;
1912-13, articled as surveyor, F. C. Laberge, CE., Q.L.S., Montreal; 1913-16,
surveys, City of Montreal; 1916-17, munitions inspr., Lymburner & Co., Montreal;
1917-21, design of boilers and special machy., mech. dept., Dominion Bridge Co.
Ltd.; 1921-29, constrn. of sidewalks, sewers and paving, tech. dept.. City of Montreal;
1929 to date, professor of mathematics, Ecole Polytechnique, Montreal.
References: J. A. Lalonde, F. Newell, J. G. Caron, A. Circé, L. Trudel.
WINTERBURN— FRED, of 317 Augustus St., Cornwall, Ont. Born at Preston,
England, Dec. 27th, 1899; Educ: I.C.S. LaSalle Extension Course. Mass. State
Univ. Extension Course; 1921-24, load dispatcher, New Bedford Gas & Edison
Light Co., New Bedford, Mass.; 1925-27, elec. locomotive electrn., Montreal Harbour
Commission; 1927-34, elec. supt., Dominion Engrg. Works Ltd., Lachine, Que.;
1937 to date, elec. supt., Howard Smith Paper Mills Ltd., Cornwall, Ont.
References: D. Ross-Ross, H. E. Meadd, A. L. Farnsworth, R. M. Prendergast,
W. R. Bunting, W. R. Fricker.
FOR TRANSFER FROM JUNIOR
BLACK— WILLIAM STEELE, of Pointe-à-Pierre, Trinidad, B.W.I. Born at
Weyburn, Sask., June 19, 1909; Educ: B.Eng. (Civil), Univ. of Sask., 1933; 1935,
(summer), Geological Survey, Dept. of Mines, Ottawa; 1936-40, engrg. dept.
Imperial Oil Ltd., Regina; 1940-42, asst. engr., building constrn. dept., Trinidad
Leaseholds, Pointe-à-Pierre, Trinidad, supervising constrn. work in the field. (Jr.
1939.)
References: R. A. Spencer, I. M. Fraser, W. E. Weatherbie, W. O. Longworthy,
T. S. McKechnie.
ESDAILE— HECTOR MILTON, of Montreal, Que. Born at Montreal, Feb.
6th, 1914; Educ: B. Eng., McGill Univ., 1936; R.P.E. Quebec; 1935, track layout
and constrn., Cornwall Street Rly., Cornwall, Ont.; 1936-40, service and erection,
and 1940 to date, supt. of service and erection, Combustion Engrg. Corp., Montreal,
entailing the management of all erection and operation of all their steam power
plant work in Canada. (St. 1934, Jr. 1939.)
References: J. G. Hall, J. D. Fraser, M. G. Saunders, F. A. Combe, H. C. Karn.
HAYES— HERMAN RUTHERFORD, of 1302 Frontenac Ave., Calgary, Altai
Born at Gleichen, Alta., Dec 23rd, 1908; Educ: B.Sc (Civil), Univ. of Alta., 1934;
1929, rodman, 1931-37, transitman, C.P.R.; 1937 to date, with Burns & Co. Ltd.,
— 1937, time study engr., 1937-40, supervisor of standards, 1940 to date, general
supervisor of standards, Calgary, Alta. (St. 1933, Jr. 1938.)
References: R. S. L. Wilson, A. Brownie, J. L. Pidoux, R. M. Hardy, W. D.
Suitor, K. Mitchell.
McKENZIE— ROLPH BOYNTON, of Lethbridge, Alta. Born at Lethbridge,
Apr. 23rd, 1908; Educ: B.Sc. (Chem.), Univ. of Alta., 1932; 1929-30 (summers),
leveler, Lethbridge Nor. Irrigation Project; 1931 (summer) and 1933-35, asst. chemist,
Maple Leaf Oil & Refining Co.; 1935-39, electl. contracting, estimating, salesman,
and 1939 to date, manager, McKenzie Electric Ltd., Lethbridge, Alta. (St. 1932,
Jr. 1937.)
References: J. T. Watson, J. Haines, W. Meldrum, G. S. Brown, A. G. Donaldson.
STANFIELD— JOHN YORSTON, of Ste. Genevieve, Que. Born at Truro, N.S.,
Aug. 17th, 1908; Educ: B.Sc. (Civil) 1932, and B.Sc (Mech.) 1933, N.S. Tech.
Coll.; 1930-31, steel inspr. and instr'mn., Montreal Terminals development, C.N.R.;
1933-34, i/c lumbering operations, Moirs Ltd.; 1934-37, dftsmn. and asst. master
mechanic, Consolidated Paper Corp.; 1937-39, sales engr., Anti Hydro of Canada,
Ltd.; 1939 to date, Major, 15th H.A.A. Battery, R.C.A., Canadian Army, Labrador.
(St. 1932, Jr. 1937.)
References: C. A. D. Fowler, H. G. Mosley, R. Yuill, J. R. Kaye, H. F. Sextonl
STIRLING— L. BRODIE, of Shawinigan Falls, Que. Born at Montreal, Que.;
Jan. 29th, 1902; Educ: B.Sc (Elec) McGill Univ., 1924; 1920 (summer), Canadian
Marconi Co.; 1921 (summer), Can. Steel Foundry; 1924 (6 mos.), electric boiler
research: with Shawinigan Water & Power Co. as follows: 1923 (6 mos.), power-
house mtce.; 1924-29, experimental hydraulic turbine testing; 1929-38, electl. and
hydraulic testing and minor design; 1938-42, asst. engr., testing and mtce., and at
present, asst. supt. of generating stations. (St. 1921, Jr. 1929.)
References: E. Brown, J. A. McCrory, C. R. Reid, H. J. Ward, M. B. Atkinson.
STRATTON— LESLIE ROBERTSON, of 335 Metcalfe St., Ottawa, Ont. Born
at Saint John, N.B., Sept. 26th, 1908; Educ: B.Sc (Civil), Univ. of N.B., 1930;
1930-32, designer and asst. field engr., Monsarrat & Pratley, Montreal; 1935-38,
designer, National Harbours Board, Saint John; 1938-41, designer and res. engr.,
National Harbours Board, Ottawa; 1941-42, liaison engr., St. Lawrence Waterways
Development; at present res. engr., National Harbours Board, Ottawa. (St. 1930,
Jr. 1936.)
References: P. L. Pratley, J. W. Roland, E. G. Cameron, A. Gray, V. S. Chesnut,
G. A. Lindsay.
FOR TRANSFER FROM STUDENT
BROWN— GORDON JAMES, of Niagara Falls, Ont. Born at Bancroft, ()i,l .
May 27th, 1913; Montreal Tech. Inst., and Montreal Tech. School, 1930-1939;
1936-39, dftsmn.. Dominion Bridge; 1939-41, dftsmn. and 1941 to date, chief dftsmn.
and designer, Herbert Morris Crane & Hoist Co., Niagara Falls, Ont. (St. 1936.)
References: F. McHugh, D. Tenant, J. L. Miller, F. Newell, J. H. Maudei
P. Brault, H. Buzzell.
CARMICHAEL— JAMES I., of Port Arthur, Ont. Born at Fort William, Ont.,
Aug. 11th, 1914; Educ: B.Sc (Mech.), Queen's Univ., 1936; 1936, office asst.,
master mechanic, Copper Cliff smelter, International Nickel Co.; 1936-38, meterman,
Thunder Bay Paper Co., Port Arthur; with Canadian Car & Foundry Co., Fort
William, as follows: 1938-40, shop engr., production engr. and asst. production
supervisor; 1940-41, i/c subcontract programme for machined parts on Hurricane
Aircraft; 1941 to date, asst. chief inspr. (St.. 1935.)
References: L. T. Rutledge, R. .1. Askin, D. Boyd, H. G. O'Leary, E. G. MacGill,
E. J. Davies.
DUQUETTE— ROLAND CHARLES, of 753 St. Catherine Rd., Outremont.
Born at Montreal, Jan. 18th, 1915; Educ: B.Eng., McGill Univ., 1940; R.P.E.
Quebec; 1937 (summer), Empire Foods Corp.; 1939 (summer), Montreal Ligth,
Heat & Power Cons.; 1940-42, asst. electl. engr., Hull Distribution Divn., Gatineau
Power Co., Hull, Ont. (St. 1940.)
References: C. V. Christie, A. V. Gale.
EXTENCE— ALAN BARR, of Toronto, Ont. Born at Toronto, Feb. 24th, 1921;
Educ: B.A.Sc, Univ. of Toronto, 1942; 1939 (summer) fitter's helper, A. S. Leitoh
Co. Ltd., Toronto; 1939-40 (summers), fitter's helper, machinist, dftsmn., United
Steel Corp. Ltd.; 1941 (summer), machinist, fitter, Toronto Shipbuilding Co. Ltd.;
1942 (summer), junior research engr., Aircraft Engine Lab., National Research
Council; Sept., 1942, to date, demonstrator in mechanical engrg., Univ. of Toronto.
(St. 1941.)
References: C. R. Young, R. W. Angus, E. A. Allcut, G. R. Lord, C. F. Morrison,
S. H. deJong, G. H. Crase.
GRAY— LAURENCE FREDERICK, of Montreal, Que. Born at Victoria, B.C..
Dec. 15th, 1915; Educ: B.A.Sc. (Elec), Univ. of B.C., 1938; 1935-36 (summers),
radio operator. Hydrographie Service; 1937 (summer), radio operator, C.N. Steam-
ships; 1938 to date, radio engr., transmitter development dept., Canadian Marconi
Co., Montreal. (St. 1939.)
References: H. J. MacLeod, E. W. Farmer, J. J. H. Miller, A. B. Hunt, W. H.
Moore.
KINGHORN— WILLIAM WALLACE, of Amherst, N.S. Born at Montreal,
Que., Jan. 31st, 1915; Educ: B.Sc. (Civil), Univ. of N.B., 1941; 1934-35, and 1937
(summers), highway constrn.; 1941 to date, aircraft inspr. for Dept. of National
Defence at Canada Car'& Foundry Co. Ltd., Amherst, N.S. (St. 1941.)
References: J. Stephens, E. O. Turner, J. H. Moore, J. T. Turnbull, W. Lawson.
KOBYLNYK— DEMETRIUS FREDERICK, of 327A-23 Ave. W\, Calgary,
Alta. Born at Daysland, Alta., Oct. 4th, 1911; Educ: B.Sc. (Elec), Univ. of Alta.,
1938; junior engr. with Calgary Power Co. Ltd. as follows: 1938-39, hydro plants,
mtce., 1939-40, power distribution in towns; 1940 to date, substation mtce. and
constrn., relay protection. (St. 1938.)
References: G. H. Thompson, H. Randle, F. K. Beach, H. B. LeBourveau,
D. A. Hansen.
MACNAB— THOMAS CREIGHTON, Jr., of Rothesay, N.B. Born at Winnipeg.
Man., Apr. 14th, 1913; Educ: B.Sc. (Civil), Univ. of Man., 1940; Summers with
C.P.R. as follows: 1929, axeman on constrn.; 1930, topographer, Peace River; 1931-
32, labourer on constrn., Debden-Meadow Lake; 1933-34, gas locomotive helper on
constrn., Coronation; 1935-36 (summers), inspr. on reconstrn. berths 1, 2, 3, 4,
Saint John Harbour; 1938-39 (summers), inspr. on Highway constrn., Alberta
Govt.; 1940-41, transitman Bruce Divn., Toronto, and 1941-42, transitman Lauren-
tian Divn., Montreal, Canadian Pacific Railway. (St. 1940.)
References: E. A. Macdonald, G. H. Herriot, B. Ripley, J. A. MacKenzie, A. Gray.
MARCHAND— FERNAND, of 10 Hamilton Ave., Hamilton, Ont. Born at
Montreal, April 2, 1915; Educ: B.A.Sc, CE., Ecole Polytechnique, 1940; 1940-42,
misc. elect'l engrg., Canadian Westinghouse Co., Hamilton, Ont. (St. 1937.)
References: A. Circé, J. T. Thwaites, J. C Nash, J. R. Dunbar, G. W. Arnold.
MARSHALL— WELSFORD ALLEN, of 567 Island Park Dr., Ottawa. Born at
Ottawa, Ont., Jan. 29th, 1913; Educ: B.Sc. (Civil), Queen's Univ., 1937; R.P.E.
Ontario; 1930 to date, Dominion Structural Steel Ltd., Ottawa, from 1936 designing
and detailing engr. and estimator; at present Lieutenant, R.C.O.C, 7th Division,
O.M.E. Workshops, Debert, N.S. (St. 1937.)
References: A. E. MacRae, J. H. Irvine, L. B. McCurdy, N. B. MacRostie, W. H.
G. Flay.
MELLOR— ALFRED GEOFFREY, of 619 Belmont Ave., Westmount. Born at
Richelieu, Que., Oct. 18th, 1914; Educ: B.Eng., McGill Univ., 1934; 1932 (summer),
Nichols Chemical Co., Sulphide, Ont.; 1934-35, General Chemical Co., Marcus
Hook, Pa.; 1935-37, inspr. wire mill, Steel Co. of Canada, Montreal; 1937-41, asst.
to relay engr., and designer on substation work, Niagara Hudson Power Co., Buffalo,
N.Y.; 1941-42, genl. asst. to genl. manager on operating problems of public utility
companies in Canada, Newfoundland and South America, Montreal Engineering
Co. Ltd., Montreal; at present Engineer Officer, R.C.A.F., mtce. of aircraft, with
rank of Pilot Officer, Vulcan, Alta. (St. 1932.)
References: C. V. Christie, E. Brown, N. R. Gibson, J. T. Farmer, J. K. Sexton,.
A. A. Mellor.
PEACH— WILLIAM HERBERT, of 218 Cameron St., Port Arthur. Born at
Gopsall, Leicestershire, England, Feb. 1st, 1903; Educ: I.C.S. Diploma, Civil
Engrg., 1935; 1917-20, with Messrs. Logan & Hemingway, Rly. Contractors,
Doncaster, England, on dock, rly., reservoir, canal and mine constrn., also on iron
ore development; with C D. Howe Co. as follows: 1923-35, design and supervision of
constrn. of grain elevators and allied structures, also design, dfting. and checking
of plans and details; 1935 to date, vice-pres., on design and supervision of constrn.
of grain elevators and other projects, including sheet pile revetments and industrial
structures. (St. 1925.)
References: C. D. Howe, J. M. Fleming, A. E. Macdonald, R. J. Askin, M. W.
Jennings, H. M. Olsson, J. C Antonisen, F. C. Graham.
PRITCHARD— GEOFFREY ROWLAND, of Winnipeg, Man. Born at Winnipeg,
July 28th, 1915; Educ: B.Sc (Elec), Univ. of Man., 1937; 1937-40, dfting. and
shop, Montreal and Toronto, and 1940 to date, manager Western Ontario and
Winnipeg district, Canadian Allis Chalmers; also 1942 to date, lighting service
engr., Canadian General Electric Co. Ltd. (St. 1937.)
References: N. M. Hall, A. E. MacDonald, F. V. Seibert, D. M. Stephens,
W. A Trott.
SILVERBERG— DAVID M., of 291 Manitoba Ave., Winnipeg. Born at Win-
nipeg, Apr. 21st, 1913; Educ: B.Sc. (Elec), Univ. of Man., 1936; 1936-40, radio
electrical servicing under own name; 1940 to date, engrg. dftsmn., Dept. of Transport,
Winnipeg. (St. 1938.)
References: E. P. Fetherstonhaugh, D. N. Sharpe, G. H. Herriot, A. E. Mac-
Donald, F. G. Haven.
/ TOW LE— HAROLD MARTIN, of the Town of Mount Royal, Que. Born at
Fournier, Ont., June 29th, 1912; Educ: working towards B.Sc. at Sir George Williams
College; 1929 (summer), survey, C.N.R.; 1930-31, Shawinigan Engrg. Co.; 1932-35
(summers), Sutcliffe Co. Ltd., New Liskeard, i/c field party, mining claim survey;
1936-38 (summers), Labrador Mining & Exploration Co., i/c field party, mapping
and surveying. 1936-42 (except periods specified), indentured to and working with
D. M. Towle, Q.L.S.; 1940 to date, instrman on Montreal Terminal development,
Constrn. Dept., Canadian National Railways. (St. 1937.)
References: J. B. Walcot, A. E. Oulton, W. H. Abbott, R. O. Stewart, J. Gilchrist.
TRUDEAU— MARC R., of 6388 deLorimier Ave., Montreal. Born at Montreal,
Nov. 7th, 1915; Educ: B.A.Sc, CE., Ecole Polytechnique, 1940; R.P.E. Quebec;
with Lalonde & Valois as follows: 1937-39 (summers), supervising constrn. of viaduct
at Bromptonville and tunnel at Ste. Thérèse, and designing of concrete structures;
1940-41, supervision of constrn. of engine testing labs., National Research Council,
Ottawa; 1941 (3 mos.), supervision of constrn. of filtration plant, Huntingdon, Que.;
Sept., 1941, to Jan., 1942, designing of concrete structures; Jan., 1942, to Oct., 1942,
engr. i/o minesweeper dept., Canadian Fairbanks Morse Co.; at present, asst.,
hydraulic lab., Ecole Polytechnique, Montreal. (St. 1939.)
References: R. Boucher, A. Frigon, J. P. Lalonde, M. Gérin.
TUCKER— ROBERT NORMAN, of 268 Lake Shore Ave., Toronto. Born at
Hamilton, Ont., Nov. 10th, 1912; Educ: B.A, (Math. & Physics), McMaster Univ.,
1937, and 4 yr. practical elect'l instlln. course at Hamilton Tech. Inst.; 1937-38
(7 mos.), elect'l mtce., Steel Car Corp and Steel Co. of Canada; 1939-41, elect'l
engrg. dept., transmission section, and 1941 to date planning section, Hydro Electric
Power Commission of Ontario, Toronto. (St. 1934.)
References: W. J. W. Reid, E. G. MacKav, D, W. Callander, E. D. W. Courtice,
J. Hole.
SO
January, 1943 THE ENGINEERING JOURNAL
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless—
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
CONCRETE DETAILER for Arvida, Quebec. Apply
to Box 2597 -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 ENGINEER for Arvida, Que., to
take charge of repair and maintenance of equipment,
ordering spare parts, etc. Apply to Box No. 2605-V.
CHEMICAL, MECHANICAL OR CIVIL ENGI-
NEER for Arvida, Que. Supervision of operations
and labour in alumina plant. Applv 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 ENGINEER for Arvida, Que. Assist in
supervision of process control of precipitation de-
partment. Apply to Box No. 2610-V.
JUNIOR ELECTRICAL ENGINEER OR
DRAUGHTSMAN for Arvida, Que. Two or three
years experience, for work on draughting or design
combined with usual engineering office work. Apply
to Box No. 2612-V.
RESEARCH ANALYST for Kingston, Ont. Analytical
work in conjunction with research work carried on
at aluminum laboratory. Apply to Box No. 2613-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.
LIBRARY NOTES
(Continued from page 50)
POSTWAR PLANNING IN THE UNITED
STATES
By G. B. Galloway. Twentieth Century
Fund, Neio York, 194£. 158 pp., tables,
9x6 in., paper, 60c.
This report summarizes the activities, per-
sonnel and publications of the various agen-
cies engaged in research upon the economic
and social problems that will face us when
the war ends. A considerable bibliography is
appended.
PRINCIPLES OF EMPLOYMENT
PSYCHOLOGY
By H. E. Burtt. Harper & Brothers, rev. ed.
New York and London, 1942. 568 pp.,
diagrs., charts, tables, 9x6 in., cloth, $4.50
trade éd.; $8.75 school ed.
An interesting, readable presentation of the
principles of psychology and of their applica-
tion in the selection and training of business
and industrial personnel. Mental and trade
tests are described. The book can be used
as a textbook or by business men for reference.
The new edition has been completely re-
written.
PRIVATE PILOT'S HANDBOOK
By A. G. Norwood. Pitman Publishing
Corp., New York and Chicago, 1942. 258
pp., illus., diagrs., charts, maps, tables,
9 x 5y2 in., cloth, $2.50.
This book aims to provide in a single
volume the information necessary to prepare
for the examination for a certificate as a
private pilot of aircraft. The elements of flight
theory, meteorology, aerial navigation, the
use of radio, the civil air regulations and the
test flight are considered. Typical examination
questions are appended.
ROADWAY AND RUNWAY SOIL
MECHANICS DATA, Permanency of
Clay Soil Densification. (Engineering
Experiment Station Series No. 67,
School of Engineering)
By H. C. Porter. Texas Agricultural and
Mechanical College, College Station, Texas,
1942. 121 pp., illus., charts, tables, 9x6
in., paper, gratis.
This bulletin on the permanency of clay
soil densification is the first of a series of eleven
which are to deal with soil mechanics. The
experimental procedures used in determining
the data are described, the results are discussed,
and a synopsis of the conclusions reached is
given. Both tables and graphs are used in
presenting the numerical results.
READING ENGINEERING DRAWINGS
By G. F. Bush. John Wiley & Sons, New
York; Chapman & Hall, London, 1942.
60 pp., illus., diagrs., charts, blueprints,
liy2x9 in., linen, $2.00.
This book has for its object the teaching of
the reading of engineering drawings and of
their reproductions in a clear, brief and
systematic manner. Only those basic ideas
common to all branches of the subject are
introduced, and the important branches of
airplane drawing, machine drawing and
structural drawing are treated in detail.
Actual working drawings are provided as
examples.
REPORT OF THE RESULT OF THE IN-
VESTIGATION INTO THE WORK-
ING OF THE FINANCIAL PROVI-
SIONS OF THE AIR RAID PRECAU-
TIONS ACT, 1937, under Section 10
of that Act, presented by the Secre-
tary of State for the Home Depart-
ment and Minister of Home Security
to Parliament by Command of His
Majesty, May, 1942.
His Majesty's Stationery Office, London.
4 pp., 9Yi x 6 in., paper (obtainable from
British Library of Information, 30 Rocke-
feller Plaza, New York, 05c).
The Air Raid Precautions Act, 1937, pro-
vided that a percentage of the approved
expenditure of any local authority would be
paid by the British National Exchequer.
Certain revisions in these payments are in-
dicated in this report.
SHORT COURSE IN SURVEYING
By R. E. Davis and J. W. Kelly. McGraw-
Hill Book Co., New York and London,
1942. 880 pp., illus., diagrs., charts,
tables, maps, 7Y2 x 5 in., lea., $2.50.
This small book presents the essential prin-
ciples and practice of elementary plane sur-
veyings, in a form useful for rapidly training
rodmen, chainmen. instrumentmen and drafts-
men during the present emergency. Numerous
field problems are included, as well as the
necessary tables.
SKILLED WORKERS FOR DEFENSE
INDUSTRIES
By C. S. Slocombe. Personnel Research
Federation, Lincoln Bldg., 60 East 42nd
St., New York. 79 pp., charts, tables, 12 x
9 in., paper, $2.00.
This pamphlet reports the results of a
survey of the experience of various companies
obtaining skilled labor during boom periods.
Methods of hiring, upgrading and training are
discussed, as well as such questions as the use
of central placement offices, surveying anti-
cipated requirements, estimating the em-
ployees capable of upgrading, selection of
those to be trained and the results of training.
A wide variety of methods and results is
described.
SMOKE PREVENTION ASSOCIATION
OF AMERICA, PROCEEDINGS, 36th
Annual Convention, Hotel Statler,
Cleveland, Ohio, June 2-5, 1942
Smoke Prevention Association of America,
189 N. Clark St., Chicago, III. 136 pp.,
illus., diagrs., maps, charts, tables, 11 x
8Y2 in., paper, $1.00.
The major part of this volume consists of
the technical papers presented at the con-
vention. The topics treated include atmos-
pheric pollution, chimney performance, fuel
conservation and smoke abatement practices.
Several papers contain discussions of the
relation of the subject to the war effort.
THE ENGINEERING JOURNAL January, 1943
53
Industrial News
ACID-PROOF CEMENT
An 8-page booklet recently issued by G. F.
Sterne & Sons Ltd., Brantford, Ont., features
"Penchlor," the trade name of a new acid
proof cement developed to combat acid corro-
sion common in chemical plants, pulp and
paper mills, oil refineries, smelting plants,
steel mills and other industries. Its character-
istics are clearly set forth and it contains a
number of illustrations showing methods of
application.
ELECTRICAL INSULATION
"What Keeps the Wheels Turning" is the
title of a 20-page bulletin published by Fiber-
glas Canada Ltd.,Oshawa, Ont. This bulletin
illustrates the applications of "Fiberglas" to
the insulation of electrical machinery and its
importance in maintaining production. It
shows many conditions of extreme heat and
corrosiveness, where the use of "Fiberglas"
has prevented consistent outages. These in-
clude steel mills, textile and dyeing mills, dry
kilns, coal mines and street cars. The different
forms in which "Fiberglas" may be obtained
are described.
BLOWERS AND FORGES
Canadian Blower & Forge Co. Ltd.,
Kitchener, Ont., have for distribution cata-
logue No. 811-C, 24 pages, which presents the
company's line of portable and stationary
forges, hand and electric blowers, tuyeres, and
anvils. Specifications and illustrations accom-
pany the description of each item, and com-
pressed air and oil-burning forges are also
featured.
TOOL STEEL
"Jessop R. T. Water-Hardening Tool Steel"
is the title of an 8-page bulletin, No. 642,
issued by Jessop Steel Co. Ltd., Toronto,
Ont. This bulletin features the characteristics
of R. T. tool steel which is extremely tough
and strong. In addition to the general descrip-
tion there are also included a typical analysis,
a list of applications, details of heat treatment
with a temperature range chart, details of
hardness tests and a chart of physical proper-
ties.
THE WELD-IT
Issue No. 16 of "The Weld-It," published
by Commonwealth Electric Corp. Ltd., Wel-
land, Ont., features the Taylor-Winfield "Hi-
Wave" welder and control panel, with a full
and well illustrated article on the new "Hi-
Wave" welder control panel.
OFFICE EQUIPMENT
A 12-page catalogue recently issued by The
Steel Equipment Co. Ltd., Ottawa, Ont.,
features the "Strongarm" line of tempered
pressed wood office equipment, including both
letter and cap size filing cabinets with three or
four drawers; stationery cupboards; lockers,
transfer cases, etc. These units are supplied
in two standard colours, olive-green and grey-
green, and in two standard finishes, smooth
and krinkle.
TIN-FREE GEAR BRONZE
The Hamilton Gear & Machine Co.,
Toronto, Ont., have prepared a report dealing
with the results of a series of researches to
find a tin-free bronze to take the place of the
conventional metal used in the production of
gears. After trying many combinations, a
copper-nickel-antimony bronze was tried,
and, to quote the report — "this is really good —
better for our purpose than the peace time
bronze." Details of proportions and physical
properties are given. The report concludes
with, "We are not applying for patent nor
imposing restrictions. This is a free gift for
the Allied Nations." This alloy is obtainable
in ingot form from Canada Metal Co., Toron-
to, Ont.
Industrial development — new products — changes
in personnel — special events — trade literature
ELECTED PRESIDENT
Mr. W. T. Randall was elected President of
Neptune Meters Limited at the annual
directors meeting held recently. Earlier this
year Neptune Meters Limited opened a large
new plant in Long Branch, Ont., which is
engaged 100% in the manufacture of pre-
cision instruments for war purposes. The Nep-
tune line of Trident and Red Seal liquid
meters is still being manufactured at the
Neptune factory in Toronto.
RECESSED HEAD SCREWS
Different types of "Stelco Phillips" recessed
head screws and bolts and drivers are shown
in a 6-page bulletin just issued by The Steel
Co. of Canada Ltd., Hamilton, Ont. A few of
the many uses of these products are featured
and illustrated and the advantages they offer
are demonstrated.
TOOLMAKERS' GUIDE
Atlas Steels Ltd., Welland, Ont., have issued
a revised edition of their "Toolmakers'
Guide", which is in the form of a wall hanger,
measuring 17 x 24 inches, attractively printed
in colour and shows at a glance the character-
istics of their various tool steels and which
should be used on any given job.
WOOD TANKS
A 6-page bulletin prepared by Ajax Engin-
eers Ltd., Toronto, Ont., describes the con-
struction of wood tanks, and illustrates
different forms, round and rectangular, hori-
zontal and vertical; also tanks fitted with
agitators and other mechanisms used in
process work. It contains a ready reference
giving capacities of various shapes and dimen-
sions.
PAINTS, VARNISHES AND ENAMELS
A 28-page catalogue recently issued bv
The Northern Paint & Varnish Co. Ltd",
Owen Sound, Ont., features in the layman's
language the description, uses and application
of the company's paints, varnishes, and
enamels for mining, pulp and paper, power,
marine, architectural, engineering and general
industries. The catalogue is divided into three
sections designating the general class of sur-
face to be covered, i.e., metal, wood and
plaster; and porous surfaces, concrete, and
for slip prevention. A simplified index indi-
cates the particular product required for
specified industries. The company's products
are manufactured for industries and institu-
tions only and are distributed by direct repre-
sentatives.
WANTED
Experienced Draughtsman & Designer
for design of Jigs and Fixtures.
Also
Graduate Mechanical Engineer capable
of Planning and Scheduling Work in
large Munition and fine Machinery
Plant, South-Eastern Ontario.
New Modern Houses Available.
Apply to your nearest Employment and
Selective Service Office.
DRESSING AND TRUING
GRINDING WHEELS
Canadian Koebel Diamond Tools Ltd.,
Windsor, Ont., have prepared a booklet
entitled "For Grinder Men Only — Ladies
Night," which is offered by this company,
singly or in quantity, without cost to employ-
ers for distribution to employees. Recognizing
the need for specialized training of women
new to industry who may be called on to dress
and true grinding wheels, the booklet clearly
and simply explains how a wheel should be
dressed, the necessity for care in the handling
of diamond tools, the importance of taking
light cuts, the use of a "drag" angle, correct
speed, and other factors bearing on the econo-
mical and efficient utilization of diamond
tools and grinding wheels.
INSULATING MATERIAL
A series of bulletins prepared by Webster
& Sons Ltd., Montreal, Que., feature "Tartan
Vermiculite Insulation" which is fabricated in
various forms in combination with building
material to provide heat and sound insulation.
"Tartan" insulation is fire-proof, rot-proof,
vermin-proof, odorless and a non-conductor
of electricity. It does not dissolve, disintegrate
or give off odors when wet, and melts at about
2500° F.
OVERHEAD ELECTRIC CRANES
Systematic maintenance and care in opera-
tion of "Morris" overhead electric cranes are
stressed in an 8-page bulletin, Section 10-M,
prepared by The Herbert Morris Crane &
Hoist Co. Ltd., Niagara Falls, Ont. The bulle-
tin also contains descriptive cross-sectional
drawings, with each detail of the crane
designated by a number and tabulated for
reference.
VARNISHED INSULATION
Irvington Varnish & Insulator Co. of
( 'anada, Ltd., Hamilton, Out., have published
a 20-page book designed to enable the user
to become better acquainted with this com-
pany's products and its laboratory and manu-
facturing facilities. This book describes and
deals with the uses of varnished cambric,
canvas, paper, silk, fiberglas and tubing. It
also includes technical data and details
regarded as necessary to select and specify the
product required.
NORTHERN CIRCUIT
The December 1942 issue of "Northern
Circuit," published by Northern Electric Co.
Ltd., Montreal, Que., contains a message
from the president, Mr. Paul F. Sise, to the
company's employees stressing three direct
contributions every citizen of Canada should
make to the general cause. A visit by em-
ployees to a minesweeper; a most interesting
item on "Uncle Tom's Cabin" at Chatham,
Ont.; the proposal of a "National Electrical
Federation" in a speech by Mr. Arnold L.
Brown; and many items of special interest to
the employees form the contents of this issue.
DECEASED
McKenzie James Morgan, district sales
manager of the Canadian Ohio Brass Co. Ltd.
died suddenly on December 12th, in Niagara
Falls, Ont. Born in Wales, Ont., in 1895, Mr.
Morgan had been with Canadian Ohio Brass
since August 1920; first at the Chicago office
and the past twenty years with the Canadian
Office. (Continued on page 84)
54
January, 1943 THE ENGINEERING JOURNAL
When Engineers Figure Costs
VITRIFIED CLAY PIPE
is always specified
The best is never expensive when a compe-
tent engineer is figuring costs. This is partic-
ularly true of sewers — where true costs are
not so much a matter of installation but of
maintenance and amortization over a period of
years.
Judged by sound standards and proved en-
gineering practice, the record of Vitrified Sewer
Pipe stands high. It meets the tests of the
Canadian Engineering Standards Association
and the American Society for Testing Materials
with a wide margin. In the vital acid, crush
and capacity tests, it stands pre-eminent.
Truly the ideal and everlasting material for
the sewage-disposal systems of today's in-
dustrial communities.
Ituij Victory Bonds and War Savings Certificates Regularly
?#ils
NATIONAL SEWER PIPE CO. LTD.
CLAYBURN COMPANY LTD.
ICOUVER BRITISH COLUMBIA
STANDARD CLAY PRODUCTS LTD.
ST JOHNS. QUE NEW GLASGOW. N S
ALBERTA CLAY PRODUCTS CO. LTD.
MEDICINE HAT ALBERTA
1|||I|JED CLAT
THE ENGINEERING JOURNAL February, 1943
Miles away in the darkness
enemy bombers are approaching.
Automatically the mechanical ears
of the Sperry searchlight focus
on the invisible planes.
Suddenly . . . Flash ! The search-
light cuts through the darkness,
and reveals the far-away planes as
pin-points of light.
To find a material for the electrode
contacts of this 800 million candle-
power searchlight was a special
problem. Resistance to terrific
heat while conducting electricity
was the requirement. The
answer was found in solid
nickel.
On the electrical, food and
chemical "fronts", Nickel is
enlisted for victory. Nickel
is hard, strong, tough, rustless
and corrosion resistant.
In the present national emergency
Nickel can be supplied only in
accordance with government
allocations.
NICKEL
"Z" NICKEL INCONEL
MONEL
"K" MONEL "S" MONEL
"R" MONEL "KR" MONEL
THE INTERNATIONAL NICKEL COMPANY OF CANADA, LIMITED
25 KING STREET WEST, TORONTO
February, 1943 THE ENGINEERING JOURNAL
lei's make
THE MOST
OF WHAT
we've cot
7% licked the* WATER
SHORTAGE PROBLEM . . .
PACED with an increasing demand on their water resources,
■ Leesburg, Va. made the most of existing water storage and
pumping facilities ... by 100% metering. In spite of an in-
creased number of taps, the resultant reduction in waste
effected a decrease of 30% in pu m page. Purchases of new
equipment and increased water storage facilities were post-
poned for many years.
NEPTUNE METERS LIMITED
MONTREAL
L. L. Roquet
Head Office and Factory: Long Branch
Also Factory at 345 Sorauren Ave., TORONTO
WINNIPEG VANCOUVER SAINT JOHN, N.B.
Walsh & Charles Ltd. Gordon & Belyea Ltd.
G. S. Dearborn
THE ENGINEERING JOURNAL February, 1943
e
MS MO SUSY I
• No Sir, not this guy! Not only has he
one of the strongest backs in the Electrical
Motor Control Industry in Canada, but
he has also a wise head screwed on his
shoulders — a head filled with detailed
knowledge derived from years of special-
ized experience in the application, design
and manufacture of heavy duty Industrial
Motor Control built to take it.
CeCiL is symbolic of the proper applica-
tion of a complete line of heavy duty
Contactors— Relays— Resistors— Push Buttons
— Limit Switches — Accessories — Magnetic
Brakes — Manual Controllers into soundly
engineered Control Apparatus including
D.C. Motor Starters and Controllers— Crane
Control — D.C. Mill Control — Mine Control
—Fire Pump Panels— Rubber Mill Controllers.
IF YOU HAVE A PROBLEM IN MOTOR
CONTROL CeC'iL HAS THE ANSWER
Manufactured and Sold by
RAILWAY & POWER ENGINEERING
CORPORATION LIMITED
MONTREAL HAMILTON NORTH BAY
TORONTO WINNIPEG VANCOUVER
Cv) Canadian Controllers Limited
TORONTO, CANADA
February, 1943 THE ENGINEERING JOURNAL
^
are essentially efficient, quiet and compact right angle drives. Embra<
a rational method of generating the globoidal worm and gear of the cor
shape, these units transmit many times the power of conventional ty
with higher all-round efficiency; this because Cone Worm Gearing al
inherently provides area contact.
Standard sizes available in 4", 5", 6", 7", 8" and
10" centre distances, with ratios from 6:1 to 200:1.
Built in horizontal, vertical
and motorized horizontal types.
Cone Worm Units and indiv
Gearsets to special de.«
Write for Bulletin No. 361.
DOMINION ENGINEERING
MONTREAL
— -Gmtprnw.
CANADA
TORONTO
WINNIPEG
VANCOUVE
Chrysler Industrial Engines serve the Empire's
Armed Forces, Industry, Agriculture and
Construction in Hundreds of Different Ways
Powering generators for electric arc
welding is just one of the hundreds
of uses to which Chrysler Industrial
Engines are daily being applied in
industry, agriculture and other fields.
Three sizes of Chrysler Industrial
Engines meet a wide variety of power
needs with maximum efficiency at
minimum cost.
M
'#é£0W&
Famous Chrysler Fluid Drive is
also available to reduce shock loads
on the driving mechanism, and
greatly prolong the life of valuable
equipment.
Have you a power problem?
Chrysler engineers would like to
consider your needs and submit
proposals. Write us today.
Hundreds of Chrysler Corporation of
Canada dealers handle parts for Chrysler
Industrial Engines and are equipped to
give prompt, efficient service.
Write for FREE Booklet
We will be glad to mail you a free booklet
showing Chrysler Industrial Engines in action
in a wide variety of cases. Complete de-
scription, specifications and net horsepower
and torque charts. Address Industrial Engine
Division, Chrysler Corporation of Canada,
Limited, Windsor, Ontario.
M>
«^f
»»*•
i_r
CHRYSLER CORPORATION OF CANADA, LIMITED, WINDSOR, ONTARIO
Chrysler Industrial Engines
February, 1943 THE ENGINEERING JOURNAL
"You have confid
mus.
"...and we have confidence in you!"
Yes, we have great faith in the ability and daring of our paratroops.
They have already proven themselves in North Africa . . . and they may
soon be dropping in on Berlin!
Our fighting men have confidence that the "soldiers of production"
will do their part back home. Let's justify the confidence they are plac-
ing in us . . . every day, every hour . . . till the war is won !
|THE GARLOCK PACKING COMPANY OF CANADA LIMITED
General Offices: Montreal, Que.
Branch Offices: Hamilton, Toronto, Winnipeg, Calgary, Vancouver
THE ENGINEERING JOURNAL February, 194.3
JOHN INGLIS CO. LIMITED
<8> TORONTO <8>
10
February, 1943 THE ENGINEERING JOURNAL
r
AN OFFER
w/ffi a very small string attached!
Let us send you, with our compliments, two
Venus Pencils in whatever degrees you
select. We do this because we want Venus to
speak for itself, right in your drawing hand.
Now, the string. It's simply this. We ask you
to forget pencil names and reputations, preju-
dices and inclinations, hearsay, habit and present
preference Just try VENUS on its own merit for
the kind of work you are doing, and let VENUS
speak for itself. You'll find its absolute smooth-
ness and precise grading to your liking. There's-
a mighty good reason why more artists, archi-
tects and engineers buy VENUS than any other
drawing pencil.
Just drop us a postcard giving us your name
and title, your firm name and address. Specify
the two degrees you wish to try.
Me CANADIAN ÇÈmwinp @>enci/
VENUS PENCIL COMPANY, LTD:
165 Dufferin St., Toronto, Ont,
THE ENGINEERING JOURNAL February, 1943
11
A typical Stelco Product
The Steel Company of Canada, Limited
Hamilton
EXECUTIVE OFFICES
MONTREAL
FICES: HALIFAX, ST. JOHN. QUEBEC. MONTREAL. OTTAWA, TORONTO. HAMILTON. LONDON.
WINDSOR. WINNIPEG, VANCOUVER
WORKS: HAMILTON. MONTREAL. TORONTO. BRANTFORD. LONDON. GANANOOUE
12
February. 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL February, 1943
13
POWER — More than nine million horse-
power from such units as those pictured
above has, more than any -other single
factor, made the development of Canada's
tremendous Armament Industry possible.
WESTINGHOUSE, pioneer of the Alter-
nating Current System, on which this
tremendous power is based, proudly
points to more than several million horse-
power of Westinghouse Generating Equip-
ment doing a 1 00 % job " on active service. ' *
Many hundreds of thousands of additional
horsepower have been harnessed since
1939 to supply Canada's vast new war
industries, and this additional power will
be available for the post-war needs of
Canadian homes and factories.
CANADIAN WESTINGHOUSE COMPANY LIMITED
Head Office • HAMILTON, ONTARIO
Westinghouse
Sales ËHaÎB«#riiui Offir-ec • ^^^^^^ S^rvirp anil Renoir Shoos;
Sales Engineering Offices :
VANCOUVER, TRAIL, CALGARY, EDMONTON, RECINA, SASKATOON
WINNIPEG, FORT WILLIAM, TORONTO, SWASTIKA (Northern Ontario)
LONDON, MONTREAL, OTTAWA, QUEBEC, HALIFAX
Service and Repair Shops:
VANCOUVER, CALGARY, RECINA, WINNIPEG
TORONTO, SWASTIKA (Northern Ontario)
MONTREAL
699
14
February, 1943 THE ENGINEERING JOURNAL
ERECTION,
Canada's railways are performing
a Herculean task in transporta-
tion. And to do a great job better,
spur lines, short cuts are con-
tinually added to feed industry
faster. Hamilton Bridge Com-
pany plays a large part in this
stepping- up of transportation!
Massive railway bridges — engin-
eered, fabricated and erected by
Hamilton Bridge — span valley
and river in record time to help
speed delivery of war materials.
This type of strong, durable
construction has a vital place too,
in times of peace. For then,
Hamilton Bridge may once again
devote full time to the Nation's
march of progress.
HAMILTON
BRIDGE COMPANY LIMITED
HAMILTON, ONT.
VANCOUVER, B.C.
THE ENGINEERING JOURNAL February, 1943
15
<®éktfi& m»m§f
yi Ck£4- now a precision instrument
appears to your workmen under the lights
of your factory? Good lighting is essential to
accuracy, high speed production and accident
prevention. Good light keeps old eyes active,
and young eyes from growing old too quickly.
It adds manpower to the war effort.
Whether or not you may have new lighting
units, you can have better light.
* For essential industries, Amalgamated
Electric makes a new non-metallic Benjamin
fluorescent lightingunit that offers all the high
lighting efficiency of the former steel units.
If you cannot modernize your lighting system
now with this new equipment, clean all re-
flectors and replace blackened lamps regu-
larly. Repaint walls, ceilings and other
reflecting surfaces with light paints of high
reflecting value. Ask your electrical contractor
or your electrician how your present lighting
units may be re-arranged for greater efficiency
and better morale in your plant.
* * *
Amalgamated Electric Corporation Limited, Toronto
and Montreal. Western Divisions: Langley Electric
Manufacturing Co. Limited, Winnipeg;
Langley Electrical Co. Limited, Calgary;
Langley Manufacturing Co. Limited.
' ancouver.
*>*>.
AMALGAMATED
ELECTRIC CORPORATION LIMITED
16
February, 1943 THE ENGINEERING JOURNAL
M I N G THE BATTL
OF PRODUCTION
-alU^JV GOES
^* CANADA'S
PLANE PRODUCTION
6500 planes, including 9 different types of combat and
training aircraft, now on active service, came from the
assembly lines of Canada's aircraft industry during the
30 months ending December 31, 1942. In addition to
older types, Canada now produces newer, faster, more
deadly aircraft including Mosquitos, Catalinas, Lan-
casters and Curtiss Navy Dive-bombers ... a total of
nearly 5000 planes yearly.
This is truly a miracle of production ... a miracle of
organization, tenacity and skill by the more than 75,000
people now employed in the industry. This great army of
workers is still rapidly expanding, and the present rate of
aircraft production is daily mounting to greater heights.
Every Canadian has cause for pride in this splendid
record . . . especially those who, like us, have helped to
make that record possible by the supply of a vast variety
of essential equipment.
1939 I 1940 ; 1941 ! 1942
/,'
»
*
i
*
;
y
r
*
1!
ri
/
ï«
i.
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H
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42-5000 PLANES
Fairbanks- Morse is playing an
important part in winning the
battle of production. Listed below are
some of the more essential "Tools of
Production" that we are supplying to
Canada's Wartime Industry.
MACHINE TOOLS
TOOLS {Pneumatic and Electric)
SHOP SUPPLIES
R'L'Y & CONTR'S EQUIP'T
SCALES
ENGINES ipiesel and Gasoline)
PUMPS
TRANSMISSION EQUIPMENT
COAL STOKERS
TRUCKS {Hand and Power)
REFRACTORIES
WOODWORKING MACHINERY
BELTING
WELDING EQUIPMENT
ABRASIVES
VALVES AND STEAM GOODS
CHAIN BLOCKS
AUTOMOTIVE EQUIPMENT
MOTORS AND GENERATORS
FAIRBANKS-MORSE HELPS THE WAR WHEELS TURN
Qh£
CANADIAN
Fairbanks * Morse
COMPANY JCimited
HALIFAX SAINT JOHN QUEBEC MONTREAL OTTAWA TORONTO WINDSOR FORT WILLIAM WINNIPEG REGINA CALGARY
EDMONTON VANCOUVER VICTORIA : FACTORY, SHERBROOKE, QUE.
IN INDUSTRY AND TRANSPORT
Ferodo Linings are designed to meet every braking need — lor
passenger and commercial vehicles and for all requirements in
the engineering and mining fields. These British friction materials
possess immense capacity to withstand hard wear. They provide
greater stopping power and they reduce costs.
Whatever your braking problems— wherever power must be con-
trolled— there are Ferodo Linings specifically made for the job
they have to do. In the interests of safety and economy, always
specify Ferodo Linings. Obtain fuller details from our agents below.
FERO
BRAKE AND CLUTCH LININGS
J. C. McLAREN BELTING CO., LTD. Head Office : 620. Beaumont Street. MONTREAL. Branch Office : 43. Colborne Street. TORONTO.
DISTRIBUTORS ■ McLennan, McFeely and Prior. Ltd.. Vancouver Duncan Auto Accessories. Calgary. Wilkinson and McClean. Ltd.. Calgary and
Edmonton. Alta. A. A. Murphy and Sons. Saskatoon. Sask. Sharpe's Limited. Winnipeg, Man. General Automotive Supply Company, Ltd.. Saskatoon.
Sask. Wm. Stairs Son and Morrow. Ltd.. Halifax, N.S. Manufacturers : FERODO. LTD., CHAPEL-EN-LE-FRITH, ENGLAND
_"■'
INSIST ON FERODO LININGS FOR BRAKE EFFICIENCY |feropo|
18
February, 1943 THE ENGINEERING JOURNAL
SUPPORT the
CAMPAIGN
for
DEPENDABLE
PERFORMANCE
Low Power
Consumption
for actual free air delivered
Forced
Lubrication
self-contained, automatic
to All Working Parts
Automatic
Control
full unloading automatically
controlled from governor
Made in single and two-stage
signs and for pressure up to
lbs. per square inch. Suitable for all
types of drive including steam and
Diesel engines. Applicable also as
Vacuum Pumps.
Write for Free Compressor Bulletin
B ABCOCK-WILCOX & GOLDIE-McCULLOCH
GALT
LIMITED
CANADA
Branch Offices Montreal Toronto Winnipeg Vancouver
THE ENGINEERING JOURNAL February, 1943
19
ANOTHER CANADIAN
CONTRIBUTION TO
DEMOCRACY'S BATTLE
ALL-WELDED STEEL
HARBOR
TIGS 4,
CANADIAN BRIDGE
/
'COMPANY
Built to operate economically
under all conditions of weather
and climate, these new all-welded
tugs are another tribute to the
engineering and fabricating ability
of the men of Canadian Bridge.
Modern in every detail, they are
doing a hard job well in speeding
up delivery of supplies to our
armed forces in all theatres of war.
Designed in our own shops, this
positioner makes it possible to
build a tug in one-quarter the pre-
vious time. Every square foot
readily accessible — with no time
lost in revolving positioner and tug
to new work surfaces. Permits all
downhand welding.
TRANSMISSION TOWERS
FLOODLIGHT TOWERS
OBSERVATION TOWERS
MARINE ENGINES
ELECTRIC FURNACES
RADIO MASTS
BARGES TUGS SCOWS
RAILWAY TURNTABLES
PLATEWORK, RIVETED AND WELDED
MACHINERY FOR MOVABLE BRIDGES
WELDED MACHINERY BASES AND BEDPLATES
BREN GUN CARRIER BODIES
tfro/icA«-TORONTC*, MONTREAL
CANADIAN BRIDGE
COMPANY .LIMITED
WAIKERVULE. ONTARIO
»<yy*5M#i><»vw-WINNIt»ea. R80INA. EOmONTON. VANCOUVER
20
February, 1943 THE ENGINEERING JOURNAL
Gear Drive Units of Every Type
Where ever high speed power is applied
to low speed use, our worm gear units
give efficient service. Any type of drive
can be supplied from our sixty standard
patterns, most of the smaller series being
carried in stock.
This is a type VO vertical worm unit
and motor on a welded steel bedplate,
with a shear-pin coupling half integral
with the second-reduction spur pinion.
QÀmIuj >&tfkm<£fa\
h
President.
Industrial Gear Drives
Made in Canada
for 31 years
Hamilton Gear & Machine Co.
The Industrial Cut Gear Specialists
62-100 Van Home Street, TORONTO 4
Montreal Branch Office
British Columbia
1120 Castle Building,
Manitoba
Alberta
B.C. Conveying Machinery Co.
Cor. St. Catherine and Stanley,
T. S. Taylor Machinery Co.
Waterous Ltd.
Geo. B. Simpson, Manager
Montreal, P.Q.
300 Princess St., Winnipeg.
Edmonton, Alta.
422 Shelley Bldg., Vancouver, B.C.
THE ENGINEERING JOURNAL February, 1943
21
Slow downs may mean . . /?Bare Hands vs. Bayonets'*
IT TAKES MORE than courage
alone for soldiers to win battles
today.
It takes specialized fighting equip-
ment ... as much as our vast
industries can produce, working
every last hour on the clock. For we
are sending thousands of men against
a mechanized foe, and our men must
have fighting tools to stand a fight-
ing chance. Nowadays, a poorly
equipped soldier would stand little
more chance than a man with bare
hands against bayonets.
Thus time . . . production time . . .
has become the most vital ele-
ment in the war right now. We
simply cannot afford to sabotage •
war effort by allowing a slow down
where that slow down can be
prevented.
There is one type of industrial
slow down that can be prevented . . .
the interruption caused by failure of
the valves that control vital power
and production fluids in your plant.
The way to prevent this type of
slow down is to avoid valve trouble
before it starts!
Keep your valves operating effi-
ciently, continuously y by inspecting
them regularly. Renew worn parts
before thev cause destruction of the
whole valve. And when valves must
be replaced, have the new valves
selected by experts, installed by
experienced men. Above ,all, train
new workers to operate and maintain
valves properly.
Jenkins Engineers are ready to
assist any management in developing
a practical program of valve con-
servation.
JENKINS BROS. LIMITED
617 St. Remi Street, Montreal
Branches: Toronto, Winnipeg, Vancouver and
6Great Queen St., Kingsway,W.C2. London, Eng.
JENKINS VALVES
For every indt4Strial, engineering, marine and power yûs.
plant service . . . in Bronze, Iron, Cast Steel and <<^.l51/^>
Corrosion-Resisting Alloys . . . 125 to 600 lbs. pressure. jw^y<a»Y
22
February, 1943 THE ENGINEERING JOURNAL
■PC
LOATING DRY DOC»
• . • Built in Canada
Located at a Canadian port, this floating Dry Dock, the first of its kind
to be constructed in Canada, was fabricated and erected by Dominion
Bridge Company, Limited, for the Department of Munitions and Supply.
Constructed and in operation in the short space of a little over a year's
time, it represents an outstanding achievement in Canada's War Effort.
OMINION BRIDGE COMPANY LIMITEE
Head Office: LACHINE (MONTREAL) QUEBEC
Branch Offices and Works: AMHERST MONTREAL OTTAWA TORONTO WINNIPEG CALGARY VANCOUVER
Agencies: EDMONTON REGINA
Associate Companies ;
DOMINION ENGINEERING CO. LTD., MONTREAL, QUE.
ROBB ENGINEERING WORKS LTD., AMHERST, N.S.
McGREGOR-McINTYRE IRON WORKS LTD., TORONTO, ONT.
MANITOBA BRIDGE & IROTS WORKS LTD., WINNIPEG, MAN.
RIVERSIDE IRON WORKS LTD., CALGARY, ALTA.
DOMINION HOIST & SHOVEL CO. LTD., MONTREAL, QUE.
EASTERN CANADA STEEL & IRON WORKS LTD., QUEBEC, QUE.
SAULT STRUCTURAL STEEL CO. LTD., SAULT STE. MARIE, ONT.
MANITOBA ROLLING MILL CO. LTD., WINNIPEG, MAN.
STANDARD IRON WORKS LTD., EDMONTON, ALTA.
to lengthen the life of r
RUBBER TRANSMISSION BELTS
Don't run belts too tight. This stretches belts
unduly — results in premature breakdown, causes
excess strain on pulley bearings and drive shaft.
A belt too wide or too heavy wastes rubber
and power. Make sure you have right size of
belt for the job.
Be sure pulleys are correct diameter. Pulleys
too small for number of plies of belt cause ply
separation and loss of horsepower transmitted
due to reduction in arc of contact.
4. Check pulleys for proper alignment. Misaligned
pulleys pull belt out of shape, cause uneven
stress on pulleys and shaft.
5. Never force a belt over pulleys spaced too
widely apart. Likely you will stretch belt bias-
wise causing it to run unevenly and to jump
pulleys.
6. Don't throw off belt until machine comes to a
full stop. Throwing a belt while machine is
running results in sharp bends and twists in
belt.
When installing belt, be sure ends are cut
absolutely square. Use a belt square.
In applying fasteners, be sure they are the right
size and do not work loose. Follow instruc-
tions of fastener manufacturers and be sure of
true-running installation.
Keep belt free of oil and grease. Clean off with
laundry soap and water.
Don't use dressings on Rubber Belts unless
recommended by manufacturer. If Belts be-
come glazed, clean with cloth lightly moistened
with gasoline while belt is not running.
Inspect your Rubber Transmission Belts regularly,
thus conserving vital rubber by avoiding needless
replacements, often preventable by proper care. For
information about belts, consult Dominion Rubber
men. They know!
7.
8.
9.
10.
oeâe^^^<$ac^4éeai^^éa^
Every extra hour, every precious moment of
added production is vital to this biggest of
all jobs — WINNING THE WAR.
Full rated capacity of every machine is im-
perative — nothing else is good enough.
On the production line, Rubber Transmission
Belts are making the wheels hum on thousands
of drives, turning out vast quantities of goods
urgently needed by a nation at war. Those
Rubber Transmission Belts are even more im-
portant today than ever before. They give
long trouble-free service, therefore are often
forgotten and neglected. A little extra care
now, will pay big returns in increased belt
life, saving of time and money and in uninter-
rupted production.
DOMINIONli®RUBBER
COMPANY LIMITED
Manufacturers of largest range of industrial rubber goods in Canada.
24
February, 1943 THE ENGINEERING JOURNAL
WE BUILD THE
Ships
WE BUILD THE
The heart of any ship is its engine. And everv Vickers ship — swift Corvette or sturdy
Cargo carrier — has one or more of these Triple Expansion Engines, designed and
built by Vickers. These are the pulsing giants that give our Cargo Vessels and Corvettes
their tremendous power.
Canadian Vickers are also serving the "home front"... for we are making Vickers-
Keeler Boilers and Kidwell Boilers for industry. Many installations have been made
which stepped up tremendously the productive capacity of important war plants.
Inquiries invited.
IF IT FLOATS OR FLIES VICKERS CAN BUILD IT I
THE ENGINEERING JOURNAL February, 1913
25
ON LAND
ON SEA
IN THE AIR
UlMuIlMUll
ASBESTOS-INSULATED WIRE AND CABLE
SERVES CANADA AT WAR I
• Because of its exceptionally high resistance to flame, Deltabeston
Asbestos-Insulated Wire and Cable is finding a wide variety of appli-
cations in land, sea and air equipment for Canada's fighting services.
Positive control of raw materials and manufacturing processes, and
rigid inspection of the finished product have established for Deltabeston,
a leadership in the field of felted-asbestos-insulated conductors. In order
to obtain uniform high quality, Deltabeston Cables are subjected to a
series of tests which ensure maximum strength, flexibility and resistance
to heat, moisture and abrasion. The Deltabeston Wire and Cable range
includes power cables, switchboard wire, fixture wires and cords,
locomotive cords and magnet wires. 42-jA-n
For further information apply to your nearest C.G.E. office
iiilnili
CANADIAN GENERAL ELECTRIC CO.
Sydney • Halifax • Si John • Quebec • SI
Windsor • Fort William • Winnipeg ■ Regina
LIMITED
• Montreal • Ottawa • Toronto • New Liskeard • Hamilton • Sudbury • London
ion • Lethbridge • Edmonton • Calgary • Trail • Kelowna • Vancouver • Victohc
26
February, 1913 THE ENGINEERING JOURNAL
The TECO Ring Connector
spreads the load on a tim-
ber joint over practically
the entire cross-section of
the wood . . . brings the
lull structural strength of
lumber into play.
V. H. MclNTYRE, Ltd
4 St. Thomas Street, Toronto
Manitoba Bridge & Iron Works. Ltd.. Winnipeg. Manitoba
Distributors for Prairie Provinces and Lakehead
THE ENGINEERING JOURNAL February, 1943
27
0/33 2W
□ STRONG POINTS that stand up when you
a
SMOOTHNESS^IÈ^^that will speed your work
bear down
d PRECISION GRADING
accurately spaced
a DURABILITY to save you time and money
a OPACITY for sharp
reproduction of every line
g CLEAN ERASURE that leaves no ghost lines
CHECK THEM ALL? THEN GET THEM ALLJN
MADE IN tSm^ CANADA
EAGLE
"CHEMI-SEALED"
FREE TEST SAMPLE!
Just write us, naming this maga-
zine and your regular pencil
dealer, and we will send you a
TURQUOISE pencil or lead,
in any grade you desire.
•Trade Mark Reg.
(SUPER BONDED)
TURQUOISE
DRAWING PENCILS AND LEADS
EAGLE PENCIL COMPANY OF CANADA LIMITED, 217 BAY STREET, TORONTO
28
February. 1943 THE ENGINEERING JOURN \E
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, FEBRUARY 1943
NUMBER 2
"To facilitate the acquirement and interchange of professional knowledge
among its members, to promote their professional interests, to encourage
original research, to develop and maintain high standards in the engineering
profession and to enhance the usefulness of the profession to the public."
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIELD STREET - MONTREAL
L. AUSTIN WRIGHT, m.e.i.c
Editor
LOUIS TRUDEL, m.e.i.c
Assistant Editor
N. IS. D. SHEPPAHD. m.e.i.c.
Adverlisina Manager
PUBLICATION COMMITTEE
C. K. McLEOD, m.e.i.c, Chairman
R. DeL. FRENCH, m.e.i.c, Vice-Chairmar
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 following pages.
CONTENTS
REBIRTH OF SCRAP METAL Cover
(Photo Public Information)
FABRICATION OF LAMINATED TIMBER MEMBERS .... 58
Verne Ketchum, M.Am.Soc.C.E.
ELECTRIC ARC WELDING .... 62
W. R. Stickney, M.E.I.C.
NATIONAL RESEARCH COUNCIL SERVES WAR DEPARTMENTS . 6L
REPORT OF COUNCIL FOR 1942 67
ABSTRACTS OF CURRENT LITERATURE 88
FROM MONTH TO MONTH 92
PERSONALS 97
Visitors to Headquarters 99
Obituaries .99
NEWS OF THE BRANCHES 102
NEWS OF OTHER SOCIETIES 104
LIBRARY NOTES 105
PRELIMINARY NOTICE 109
EMPLOYMENT SERVICE 110
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1942
PRESIDENT
C. R. YOUNG, Toronto, Ont.
•bbGASPE 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.
fF. W. GRAY. Sydney. N.S.
•8. W. GRAY. Halifax, N.S.
•For 1942 tFor 1942-43 tFor 1942-43-44
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.
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. Woodstook, Ont.
•A. O. WOLFF, Saint John. N.B.
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
PUBLICATION
PAPERS
J. A. VANCE, Chairman
dkG. BEAUBIEN
K. M. CAMERON
A. L. CARRUTHERS
H. CIMON
J. L. LANG
G. G. MURDOCH
C. K. McLEOD, Chairman
R. DkL. FRENCH. Vice-Chai™
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
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. DbL. FRENCH
R. F. LEGGET
A. E. MACDONALD
H. W. McKIEL
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
C. R. YOUNG
SPECIAL COMMITTEES
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
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. WARD1.E
ENGINEERING FEATURES OF
CIVIL DEFENCE
J. E. ARMSTRONG.
P. E. ADAMS
J. N. ANDERSON
8. R. BANKS
H. F. BENNETT
W. D. BRACKEN
W. P. BRERETON
J. M. DAVIDSON
R. S. EADIE
E. V. GAGE
L. GAGNON
G. A. GAHERTY
R. J. GIBB
A. GRAY
J. GRIEVE
Chairman
J. L. LANG
R. F. LEGGET
I. P. MACNAB
J-. A. McCRORY
H. J. McEWEN
C. B. MUIR
W. H. MUNRO
G. McL. PITTS
C. J. PORTER
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 A. M. REID
E. G. HEWSON W. J. W. REID
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
LIST OF INSTITUTE MEDALS AND PRIZES
Sir John Kennedy Medal For outstanding merit or note-
worthy contribution to sci-
ence of engineering, or to
benefit of the Institute.
Julian C. Smith Medal For achievement in the de-
_. »• i i i t» . velopment of Canada.
Dnggan Medal and Prize Medal and cash to
value of $100. .. .For paper on constructional
engineering involving the use
of metals for structural or
mechanical purposes.
Gzowski Medal Gold medal 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.
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 S2"> (5 prizes) . . For papers on any subject pre-
sented by .Student or Junior
members.
. $25 in cash ( 1 1
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.
56
February 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
A. H. PASK
BORDER CITIES
Chairman, G. G. HENDERSON
Viee-Chair., J. B. DOWLER
Executive, J. F. BLOWEY
A. H. MacQUARRIE
(Ex-Officio), E. M. KREBSER
H. L. JOHNSTON
See. -Treat., W. R. STICKNEY,
1614 Ontario Street,
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-Treat., K. W. MITCHELL,
803— 17th Ave. N.W..
Calgary, Alta.
CAPE BRETON
Chairman, J. A. MacLEOD
Executive, J. A. RUSSELL M. F. COSSITT
(Ex-Offieio), F. W. GRAY
Sec-Treat.. S C. MIFFLEN,
60 Whitney Ave , Sydney, N.S.
EDMONTON
Chairman, D. HUTCHISON
Vice-Chair., C. W. CARRY
Executive, B. W. PITFIELD
E. R. T. SKARIN
J. A. ALLAN
E. ROBERTSON
J. W. JUDGE
(Ex-Officio), J. GARRETT
R. M. HARDY
Sec-Treat., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
(Ex-Officio),
Sec. -Treat.,
HAMILTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Offieio)
Sec. Treat.,
A. E. FLYNN
G. T. CLARKE D. C. V. DUFF
G. J. CURRIE L. E. MITCHELL
J. D. FRASER P. A. LOVETT
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B. STEWART
K. L. DAWSON
J. R. KAYE
S. W. GRAY,
Wartime Bureau of Technical'
Personnel, 84 Hollis Street,
Halifax, N.S.
T. S. GLOVER
H. A. COOCH
C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
W. E. BROWN,
427 Concession Street,
Hamilton, Ont.
KINGSTON
Chairman,
Vice-Chair.
Executive,
K. M. WINSLOW
S. D. LASH
W. F. NOONAN
J. R. CARTER
T D LEE
(Ex-Officio), T. A. McGINNIS
D. S. ELLIS
Sec. Treat., R. A. LOW,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
LAKEHEAD
Chairman, MISS E. M. G. MacGILL
Viet-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. Treat., W. C. BYERS,
c/o C. D. Howe Co. Ltd.,
Port Arthur, Ont.
LETHBRIDGE
Chairman, 3. M. DAVIDSON
Vice-Chair.,C. S. DONALDSON
Executive, A. G. DONALDSON G. S. BROWN
N. H. BRADLEY
(Ex-Officio), J. HAÏMES
Sec-Treat., R. B. McKENZIE,
McKenzie Electric Ltd.,
706, 3rd Ave. S., Lethbridge, Alta.
LONDON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec-Treat.,
MONCTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec Treat.,
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,
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-Treat., 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
.1. H. INGS
1870 Ferry Street,
Niagara Falls, Ont.
Vice-Chair
Executive,
Sec-Treat.
OTTAWA
Chairman,
Executive,
G. H. FERGUSON
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio), T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treat., A. A. SWINNERTON
Dept. of Mines & 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-Treat., A. R. JONES,
5, Anne Street,
Peterborough, Ont.
QUEBEC
Life Hon.-
Chair.,
Chairman,
Vice-Chair.
Executive,
A. R. DÉCARY
RENE DUPUIS
E. D. GRAY-DONALD
S. PICARD G. ST-JACQUES
L. GAGNON A. E. PARÉ
G. W. WADDINGTON Y. R. TASSÉ
(Ex-Officio). B.. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec-Treat., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bides..
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-Treat., 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-Treat., G. W. GRIFFIN
P.O. Box 220,
Saint John,
N.B.
Vice-Chair.,
Executive,
R. D. PACKARD
ST. MAURICE VALLEY
Chairman, VIGGO JEPSEN
, J. H. FREGEAU
E. BUTLER
A. C. ABBOTT
R. DORION
H. J. WARD
E. T. BUCHANAN
J. JOYAL
H. G. TIMMIS
(Ex-Officio), A. H. HEATLEY
Acting
Sec.-Treas., VIGGO JEPSEN,
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-Treat., STEWART YOUNG
P. O. Box 101,
Regina, Sask.
SAULT STE. MARIE
Chairman, N. C. COWIE
Vice-Chair., A. M. WILSON
Executive, C. O. MADDOCK
C. R. MURDOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treat., O. A. EVANS,
159 Upton Road.
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. HOGQ
A. E. BERRY N. MacNICOL
H. E. BRANDON J. J. SPENCE
Sec.-Treat., S. H. deJONG
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, W. N. KELLY
Vice-Chair., T. V. BERRY
Executive, J. P. FRASER H. P. ARCHIBALD
R. E. POTTER I. C. BARLTROP
E. S. JONES H. J. MacLEOD
(Ex-Officio), W. O. SCOTT
H. N. MACPHERSON
Sec.-Treat., P. B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
VICTORIA
Chairman,
Vice-Chair
Executive,
KENNETH REID
A. L. FORD
H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), A. L. CARRUTHERS
E. W. IZARD
A. S. G. MUSGRAVE
Sec. Treat., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPFG
Chairman,
Vice-Chair.
Executive,
(Ex-Officio)
Sec.-Treat.,
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 February, 1943
57
FABRICATION OF LAMINATED TIMBER MEMBERS
Principles Employed in Design and Manufacture of Built-Up Units
VERNE KETCHUM, M.Am.soo.c.E.
Chief Engineer, Ti?nber Structures, Inc., Portland, Ore., U.S.A.
Paper presented at Fall Meeting of the American Society of Civil Engineers, held jointly with the Engineering Institute
of Canada, at Niagara Falls, Ont., on October 15, 1942
SUMMARY — Wooden beams with spans as great as 70 ft., and
wooden trusses as long as 200 ft. are now possible through the
use of glued laminated construction. One of the pioneers in
this field, Mr. Ketchum, has promoted the development of
commercial procedures that permit the economical use of
smaller lumber sizes for the building of larger structures.
Use of laminated timber in construction has increased
steadily during the last few years. Especially during 1942,
with the shortage of structural steel, the rate of increase
has been greatly accelerated. Although lumber in various
forms has to a large extent taken the place of steel for
trusses and building frames, even in steel shop plants, the
design and manufacture of laminated members and struc-
tures is subject to daily developments and improvements,
and many new designs and details will be tested and used.
However, some general information on fabrication processes
has been established and can be given.
The basic principle in this type of construction is the
combination of lumber, adhesives, and other materials to
secure a structurally adequate product at a low price. It
is not the aim to produce the most excellent structure that
can be made, as that would entail a waste of materials,
plant, and man-power. The aim is rather to secure reason-
able strength by the most economical means.
For instance, where joints in the laminations are outside
the section of maximum stress, butt joints are generally
used because, though not the strongest type of joint, they
are sufficiently strong in this position. It is a waste of
lumber, glue, labour, and plant to furnish scarf joints which
give 100 per cent strength when this full strength is not
required.
Laminated construction using dry lumber has the dis-
tinct advantage of producing a member that will not check,
warp, or distort after it has been put in place. The lumber
is dried in small sizes, providing a better member in a
much shorter time. Also, laminated members can have
their sizes increased at the critical sections without increas-
ing the size of the entire piece. With this type of construc-
tion, curved, cambered, or tapered members, which are
pleasing to the eye, can be economically molded or shaped
to the design size. These have been used extensively for
curved and straight chords in trusses, for two-hinged and
three-hinged arches, and for beams and columns.
It is now possible to construct beams of 70-ft. span,
wood trusses 200 ft. long, and wood arches 200 ft. or more
in span, using glued laminated construction. Columns can
be built to take care of combined vertical loads and bending
stresses and can be provided with corbels or enlarged ends.
The bowstring has long been considered one of the most
economical types of trusses. Prior to the extensive use of
laminated construction, it was necessary to build up the
curved top chord at the site using 1 or 2-in. pieces and
spiking or bolting them together to the desired curvature.
Overlapped segmental pieces which had the top side band-
sawed to the desired curve were also used. The top chords
of these trusses may now be built up using glued laminated
construction, which gives the strength and appearance of a
single solid piece.
Standard Lumber Sizes Used
To-day, nearly all laminated construction utilizes either
Douglas fir, yellow pine, or hemlock. These species are the
most plentiful of those suitable for such construction. The
sizes of lumber used depend largely on whether the finished
member is to be straight or curved. It is not practical to
dry lumber for this purpose in thicknesses greater than the
standard 2-in. commercial plank and this is the most
economical thickness. Practical experience has shown that
the thickness of a lamination should not be more than 1/150
of the radius of curvature. Such pieces bend readily and
do not build up high initial stresses. Lumber of almost any
width and length can be used provided that the lateral and
horizontal splices are properly staggered and jointed.
Lumber used in laminated construction may be Dense
Select Structural or lower grades. A very large percentage
at the present time is No. 1 common lumber with a slope
of grain of 1 to 10, conforming to Paragraph 215 of "Stan-
dard Grading and Dressing Rules" authorizing the use of a
stress grade of 1,200 lb. per sq. in. This classification is for
ordinary solid lumber cut green and air-dried under ordinary
conditions.
The Douglas Fir Cse Book states: "In dimensions sizes
4 in. and less in thickness, the development of defects
during seasoning does not offset the increase in strength
from drying as much as in larger sizes, and in these sizes
used in dry locations, working stresses in extreme fiber in
bending and compression parallel to grain are increased
proportionately from equal grades of larger timbers."
This condition applies to practically all laminated con-
struction since the requirement here is for small sizes of
dry lumber. It would seem, therefore, that the use of the
next higher stress grade or an increase to 1,400 lb. per
sq. in. for laminated lumber under Paragraph 215 would
be fully justified. The values given in Table I are those
used and recommended by Timber Structures, Inc., of
Portland, Ore.
Table I
Values in Pounds per Scuare Inch, for No. 1 Common
Douglas Fir According to Paragraph 215
Solid— No
Guarantee on
Moisture Laminated Dry
Content Gluing Stock
Bending compression 1,200 1,400
Direct compression 1,000 1,100
Compression across grain 325 325
Horizontal shear 120 120
Modulus of elasticity ..;....'. 1,600,000 1,600,000
We recommend that the values for other stress grades
be increased accordingly. On Government work specifi-
cations allowing much higher stresses for the duration of
the war emergency are now being used.
Moisture Content of Lumber
For wood used in casein laminated construction, the
moisture content may be from 10 to 20 per cent, and no
close control of this content is necessary to produce good
work. A moisture content from 10 to 15 per cent is ordin-
arily the most suitable. The moisture content of the lumber
should be close to what it will attain in the actual structure
to avoid a tendency for the glue joint to work during the
seasoning process. It has been found that wood under cover
in various parts of the United States will, under ordinary
conditions, eventually reach a moisture content of from 8 to
15 per cent. Timber attains its maximum expansion at :i
moisture content of 28 to 30 per cent, and a greater content
does not change the shape or size of the piece.
Two general types of glue are used in ordinary laminated
construction — waterproof resin glue and water-resistant
58
February, 1943 THE ENGINEERING JOURNAL
casein glue. The resin glue, while being as cheap per pound
as the casein, and requiring less glue per unit of area, has
other disadvantages which have cut down its use. It
requires an operation temperature of over 70 deg. F., a
higher finish than is found on commercial lumber, more
care in spreading, higher pressures, and much more care in
all other operations of manufacture. These requirements
restrict resin gluing to work done by experts in temperature-
controlled factories and prohibit its use at building sites.
Casein glue is now used almost entirely for ordinary
construction. It is sold in powder form, usually in barrels,
and must be stored in a dry place. One pound of the powder
is usually mixed with two pounds of cold water to form
from 13^ to 2 quarts of glue mixture, which will cover
about 35 sq. ft. of surface. Small gluing operations can be
done with a standard 12-quart pail but large ones require a
mechanical mixer. In small operations the glue may be
applied to the lumber using a 3-in. brush or larger, made
of stiff vegetable fibers which will withstand the alkaline
action of the glue and retain sufficient stiffness for efficient
spreading. On large operations it is almost necessary to
have a mechanical spreader. It will also be necessary to
have a number of strong clamps for applying pressure. A
sufficient number of clamps will have to be used to allow
them to remain on the finished pieces until the glue has
properly set.
Mixing of casein glue is usually done in a large tank by
mechanical means and should be under the control of one
man only per shift. The glue powder should be added slowly
to the water and mixed for some 3 to 5 minutes until the
mass thickens. The mixer should then be stopped and the
mass allowed to rest for 15 minutes. After this period it
should be again mixed for 2 to 3 minutes until the glue
smooths out like heavy cream, ready for use.
Casein glue remains liquid and usable for a period of 6
to 8 hours at 70 deg. F., and 4 to 6 hours at 90 deg. F., but
it gradually thickens into a rubbery mass which must be
discarded. Therefore, only enough should be mixed at one
time for one working shift.
Mechanical Application of Glue
Glue is spread on the lumber with one of the standard
types of spreaders which have been in use in various mill
working plants for years. The spreader consists of sets of
motor-driven rolls which revolve in a tank of glue and
apply the glue to the board as it passes between the rolls.
The rolls, being corrugated and under light pressure, apply
a thin film to one or both sides of the board, as required.
Depending on assembly time, moisture content of wood,
and working temperature, sufficient glue should be applied
so that the film will be moist when the pressure is applied.
An ordinary lumber carrier can be used to move up the
raw materials and to take away the finished product.
The working temperature for casein gluing may be any-
where above 50 deg. F., either for indoor or outdoor work.
The glue and the lumber should be about the same tem-
perature, and the water should be between 60 and 75 deg. F.
After the glue has been applied and the lamination put
in place, it is necessary to apply pressure to the member.
This may be done by either of two methods. The first
consists of driving nails long enough to extend through at
least two full laminations. Sufficient nails should be used so
that for each 8 sq. in. of glued joint, there is at least one
nail passing through a lamination on each side of the joint.
For example, when laminating boards 2 in. thick, there
should be one 20d nail head for each 8 sq. in., or one 60d
nail head for each 16 sq. in. The other method of applying
pressure consists of the use of standard clamps, which may
consist of a commercial type of C-clamp or a homemade
clamp using angles and bolts. Where laminated work is
manufactured in a shop, the usual practice is to use nails
only to hold down the ends of pieces, and to employ clamps
for all the rest of the work. At the building site, where
clamping equipment is not often available, nails are used
entirely, as this method lends itself readily to use by
inexperienced workmen with meager equipment. Practice
has shown that it is better to use clamps throughout, even
on the ends of pieces, than to use nails. It is the opinion
of experienced manufacturers that the nailing method is
inadequate to develop the pressures necessary for good
work.
The pressure on glued joints should range from not less
than 100 lb. per sq. in. to not more than 200, and should
be applied by the use of jacks, clamps, or other equipment.
Pressure should be applied within 20 minutes after the
glue is spread on the lumber if it is applied to both faces
meeting at a joint. If the glue is applied to one face only,
the pressure should be applied within 15 minutes and should
be maintained for at least 12 hours after the addition of
the last lamination. As a general rule, the pressure should
remain on the finished piece from 6 to 12 hours, depending
on the moisture content of the wood and the temperature
of the operation.
Several Types of Joints Used
Scarfed joints may be formed in several ways, either by
using a straight tapered bevel for both ends of the jointed
members or by using various combinations of daps and
bevels. Tests made by some authorities have indicated that
a scarf with a straight bevel from 1:8 to 1:15, depending
on the kind of wood used, will produce a full-strength
scarf. It is recommended that a standard of 1 :12 be adopted.
Four types of joints are shown in Fig. 1.
&UTT.
s-cAKr
/-/OOKSO S-ÇAKF.
HOOKED SCARF.
Fig. 1 — Four types of joints for laminated members.
The location of scarf joints in compression members is
not very important, and providing the two ends are in
bearing no loss in strength results. A good bearing between
butt joints, however, is very hard to obtain. For members
in tension, such as the bottom chords of trusses or the
tension side of beams, either the laminations must be
scarfed and glued to full strength, or the loss of strength
in the lamination must be taken into account in the design.
It is apparent that the laminations of beams which are
spliced in areas of no tension can be butt-jointed without
loss of design strength. Similarly, in areas of small tension,
some laminations can be butt-jointed. In areas of high or
full tension stress, however, lamination splices should be
scarfed for full design strength. By careful arrangement, it
would seem that in most cases all laminations could be
butt-jointed and such joints located outside the areas of
high tension. While the locations mentioned are more or
less arbitrary, it should be recalled that nearly all beams
are designed by arbitrary methods, and lamination splices
may be considered in the same way.
A consideration of the distribution of stress through a
beam will show that a lamination near the quarter point
of the depth of the beam has a working value of only
about }/$ that of a lamination at the top of the beam, and
a lamination at the center has practically no working
value in tension or compression at all. It is thus apparent
that a lamination in the middle of the beam may be com-
posed of lumber having a lower stress grade, or may be
butt-jointed with a relatively small loss of strength to the
beam.
Since the maximum bending moment in a beam under
static load occurs at one point only, the full design strength
is required only at that point. In a beam of uniform section
THE ENGINEERING JOURNAL February, 1943
59
there is a reserve of strength in all other parts. Speaking
now only of bending moments, we find that the full strength
of a lamination in tension is required in only one lamination
at only one point, and that is the extreme lamination on
the tension side at the point of maximum bending moment.
The reserve of strength in the remainder of the beam may
be taken into account when considering splices and the
stress grade of lumber to be used. Of course the stress
grade of the timber will also have to be considered for the
lamination under extreme compression at the point of
maximum bending moment.
Authorities recommend that unscarfed joints be not
closer together longitudinally than 40 times the thickness
of the lamination so that there will be sufficient length for
the proper transfer of the stress around the joint. It is
also recommended that scarfed joints be placed not closer
together than 25 times the thickness. Wherever possible,
the outer lamination should be in one piece, but if not,
at least it should extend in one piece across the section of
maximum stress, as it is very difficult for the full stresses
in the outer lamination to be transferred around a splice.
All joints in curved members should be scarfed, as other-
wise it is almost impossible to hold the jointed ends in
position to form a satisfactory member. Some manufac-
turers scarf-splice all laminations in advance of assembly.
First, the ends of the boards are scarfed and glued to form
a lamination the full length of the member. When dry,
this lamination is run through a planer to bring the scarfed
joint to the same thickness as the remainder of the lamin-
ation. This planing is usually necessary as the ends of
scarfed joints tend to "ride up" on each other, producing a
thickening in the splice. Such a splice, if placed in the
member without planing, would produce a bulge and
adjoining opening. These laminations may then, of course,
be treated the same as a full-length lamination without
Fig. 2 — Laminated arches provide a simple but sturdy frame for
an army camp chapel.
scarfs and can be assembled into the member to produce
a very satisfactory although more costly unit.
Thus two methods are available — the pre-glued scarf
lamination just described, and the method of placing all
the laminations directly in the member and gluing all the
boards and joints in one operation. The choice between
these two methods may well be based on the type, cost,
and quality of the structure. Some successful manufac-
turers use the plain pre-glued and planed scarf -joint type
throughout in preference to the butt or stepped scarf joint
and maintain that they are thus able to produce a better
product at little or no additional cost.
Many designers have insisted that steel stitch bolts be
placed at short intervals through glued laminated members
to help hold them together. These bolts are apparently
intended to bolster up the strength of the glue for fear it
will fail after the structure has been put together. We
believe that glued, laminated construction as built during
the last few years has given such satisfactory results that
this lack of faith in glue is entirely unwarranted.
It is very hard to hold the extreme end of a lamination
to a predetermined curve, and curved members will tend
to straighten out slightly when the clamps and forms are
removed. This springback is not great, but may sometimes
be 34 or IM? m- m a 40 or 50-ft. truss chord. It seems to
require some experience to forecast the amount of this
springback, which can only be prevented by slightly dis-
torting the curve, that is, by slightly accentuating it at
the ends, from a point 3 or 4 ft. back.
Preparation of Lumber for Gluing
All surfaces to be joined by gluing should be finished or
machined; rough lumber should not be used. With casein
glue, the ordinary finish such as is found on commercial
2-by-4's and 2-by-6's is satisfactory. The lumber to be used
should be free of grease, dust, and dirt. To produce a
good finish on the assembled member, exposed surfaces
may be planed or sanded. Such finishing may be done as
soon as the glue has hardened. An ordinary floor sander
has been used for this work. Where it is intended to plane
or sand the finished top chord of trusses or other members,
the changed dimension should be considered in the design
and in the detailing of any adjoining connections. For
example, a top chord built up out of 2-by-6's would have
a lateral dimension of 5J^ in. assembled, but after planing
it would be cut down to approximately 53/g in.
From experience to date, it seems safe to assume that
casein-glued laminated construction will last as long as
solid wooden members of any but the more durable species
or treated material. The longest experience for glued pre-
fabricated construction in the United States is about six
years, and 30 years for built-in-place structures. The
characteristics of casein glue render it unsuited for use in
members in contact with damp earth or where the moisture
content of the wood may repeatedly exceed 20 per cent.
Properly made glued joints on all woods commercially used
for construction framing have a shear strength of 3,000 lb.
per sq. in. This means that under extreme strain breakage
would be in the wood rather than in the glued joint. Test
pieces used by the glue manufacturers must be made of
hard maple in order to secure any breakage in the joint.
Fireproofing treatments consist of impregnating the
wood with various salts and compounds under pressure in
sealed cylinders. During the treatment the moisture con-
tent is increased to between 60 and 75 per cent under a
pressure of 100 to 160 lb., and the temperature is 125 to
175 deg. F. Glue manufacturers claim that casein-glue
joints will maintain 100 per cent joint value during any
known fireproof treatment but that casein glue cannot be
applied to lumber that has previously been fireproof ed.
Laminated members using resin glue will not stand up
under fireproof treatment, but resin glue can be applied to
lumber that has previously been fireproofed.
Glued-up laminated members using resin glue cannot
60
February, 1943 THE ENGINEERING JOURNAL
later be treated by the Wolmanizing process of preservative
treatment, but finished members using casein glue can
later be treated by this process. Casein glue cannot be used
on laminations that have been treated by the Wolmanizing
process, but resin glue can be. Laminated built-up memb ers
can receive preservative treatments using a creosote base,
but laminations that have been treated with a creosote
material cannot be later glued either by resin or by casein glue.
At present, laminated construction is somewhat more
costly than solid construction. Quotations for some recent
jobs would indicate that the construction costs of laminated
material delivered to the job were about 35 per cent higher,
per thousand board-feet, than those for solid construction.
The laminated construction gives a superior product and
often this higher cost is justified. Also, laminated con-
struction often permits the construction of larger structures
and longer spans than would otherwise be feasible. Con-
necting hardware, ironwork, assembly, erection, engineer-
ing, and general overhead would be the same for both types
of construction.
Where members are glued up at the site, they may be
finished to any size which can be erected by the available
equipment. Where they are built at a shop, at a distance
from the site, splices must be used so that the pieces can
be transported. It is usually not practical to transport
pieces larger than 8 by 40 ft. on railroad cars, and highways
have overhead clearances and legal restrictions that must
be considered.
Laminated construction requires the very minimum of
bolts, connectors, washers, and other steel items, and
often avoids the use of steel entirely except for anchorage
details. While laminated construction is relatively new in
this country, the design follows old established principles,
and the proper manufacture can be easily and quickly
Fig. 3 — Fabrication of a truss web member in the shop. Note
that one end is giving a square cut and the other end a bevel cut
at the same time.
learned by men experienced in other lines of building
construction. Both laboratory and field tests give conclusive
proof of the usefulness and durability of this type of con-
struction, and conservative owners and engineers should
not hesitate to use this valuable material.
Further progress in the manufacture of glues, and the
development and simplification of fabrication processes for
laminated members are continually improving this product
and reducing its costs.
NATIONAL RESEARCH COUNCIL SERVES WAR DEPARTMENTS
Scientific research in Canada during the past three years
has been directed almost wholly to the solution of new and
urgent problems arising out of the war. The National
Research Council is serving as a central co-ordinating body
directing research within its own laboratories and in the
universities and industry. The Council has been appointed
the official research station of the Navy, Army and Air
Force in Canada. The close co-operation between Service
personnel and research staff thus made possible has been
a large factor in promoting the application of science to
military problems.
FOR THE NAVY
Scientific problems arising in connection with the work
of the Navy are studied jointly by officers from Naval
Headquarters and civilian personnel on the Council's staff.
Decisions can thus be taken promptly and work started
without delay. The National Research Council maintains
civilian scientific groups at several points on both the
Atlantic and Pacific coasts who work in the closest co-
operation with the Naval stations. A sizeable group is also
located in Ottawa and contact is maintained with similar
research stations in the Unitedl States and Great Britain.
Many of the problems presented relate to the supply of
materials and the preparation of specifications. Highly tech-
nical problems have arisen from anti-submarine warfare and
minesweeping operations. Several sections of the Division
of Physics and Electrical Engineering are concerned almost
exclusively with research and development programmes for
the Royal Canadian Navy. In the electrical engineering
section a shock and vibration machine based on standard
British Admiralty design has been installed. The specifica-
tions for building the machine were modified to permit the
use of Canadian materials. This machine is used for testing
resistance to shock of various electrical equipment, such as
switches, rheostats, junction boxes, lighting fixtures used
by Navy and merchant ships. From the results obtained,
specifications for all electrical equipment for the purposes
enumerated are being developed as required. Problems in-
vestigated in the electrical engineering section have included
studies of gear for magnetic minesweeping. A rocking
machine to simulate the rolling of a boat has been con-
structed and tests of various instruments have been made
on this unit.
In the Division of Chemistry many problems of interest
to the Navy have been investigated. Work on paints, rub-
ber, low-alloy high-strength steels and aluminum alloys,
and sea-water resistance of various coatings and inhibition
of corrosion of various metals by chemicals may be men-
tioned. In the Division of Mechanical Engineering likewise,
the several laboratories are engaged on numerous problems
for the Navy, notably in matters relating to engines and
their lubrication, the design and test of boats of various
types.
FOR THE ARMY
For the Army and also for the other Services all kinds of
supplies have had to be tested to determine whether they
are acceptable according to required military standards.
Apparatus has been developed and constructed for work
in ballistics on an increasing scale. Measuring equipment
for munition proof and gun proof has been developed and
is in continuous service at proving grounds. Problems on
the direction of gun-fire have been attacked with success.
Numerous tests have also been made on the armouring
properties of various materials and work is in progress on
the improvement of anti-aircraft projectiles.
An important war service was rendered in 1939 by pro-
moting the development in Canada of optical glass manu-
facture for the production of precise optical parts
for military equipment. The project is now being carried
forward in production by a Government-owned company.
(Continued on page 108)
THE ENGINEERING JOURNAL February, 1943
61
ELECTRIC ARC WELDING
W. R. STICKNEY, m.e.i.c.
Welding Engineer, The Canadian Bridge Co., Ltd., Walkerville, Ont.
Paper delivered before the Border Cities Branch of the Engineering Institute of Canada
on November 27th, 1942
Introduction
It is not necessary to cite examples or give statistics to
show the rapid increase in the use of metallic arc welding
during recent years. This process is no longer a convenient
or makeshift method of making repairs or fastening unim-
portant parts in place but has become the preferable, and
in many cases the only satisfactory means of joining parts
of important structures. Whereas the last Great War stimu-
lated the use of welding in repair work, this war sees arc
welding as perhaps the most important "victory tool" in
history. The modern fighter planes and flying fortresses
could not be built without it; the speed records we have
seen established for fabricating cargo vessels and warships,
the rapid production of military vehicles, tanks, guns and
shells — in all these fields and more arc welding has proved
to be one of the major factors in the successful production
of all vital war materials.
This widespread use is due to improvement in the quality
of weld metal made possible partly by better welding equip-
ment, partly by the greater experience of engineers, oper-
ators and supervisors, but primarily, as will be shown later,
to the development of modern electrodes.
Much of the following material has been abstracted from
published papers and reports, and may serve to point out
some of the outstanding features of present day metal arc
welding practices, such as processes, electrodes, equipment,
qualification and training of operators, preparation for
welding, heat and mechanical problems, inspection and test-
ing, and some recent developments.
Welding Processes
A weld may be defined as a localized consolidation of
metals by a welding process, made with or without filler
metal, for uniting like metals in order to transmit consider-
able stress. The definition, however, includes subsidiary pro-
cesses such as brazing and soldering, in which unlike metals
are to be joined but whose products are not usually intended
to transmit much stress. All welding processes require the
application of heat, but some of them, for example forge
and resistance welding, require the simultaneous application
of pressure and heat.
There are three major types of welding which do not
require pressure, namely electric arc welding, thermit weld-
ing and gas or. oxy-acetylene welding: as a group they are
classed as fusion welding in specifications and codes gov-
erning the fabrication of welded products and all have
identical basic design requirements. In electric arc welding
there are again three types of welding processes, — atomic
hydrogen, carbon arc and metal arc. This paper will be
confined to a discussion of the latter process.
Metal arc welding consists of a localized progressive melt-
ing and flowing together of adjacent edges of base metal
parts by means of temperatures of approximately 10,000
deg. F. from a sustained electric arc between an electrode
and the base metal. The melting electrode furnishes the
filler metal, the arc being maintained by manually or auto-
matically feeding the melting electrode at a uniform rate
toward the base metal. 'Weld metal' is, therefore, that por-
tion of the base and filler metals which has been melted
during the welding operation.
When using direct current for welding, the heat developed
at the positive terminal is greater than that developed at
the negative terminal. Therefore, in view of the greater
heat required to bring the base metal, .or work, to the
welding temperature, it is customary to attach this to the
positive terminal of the generator, and the electrode to the
negative terminal; this is called straight polarity welding.
Under certain conditions, as when welding thin material or
using some types of coated electrodes, the connections are
reversed, giving rise to the expression — "welding with re-
versed polarity."
Welding Rods and Electrodes
The ideal weld is one having the same properties as the
parts joined. Such a weld when made in any arc welding
process can be obtained only by effectively protecting the
molten filler metal from the oxidizing and nitrogenizing
effects of air during the entire range of liquification and
solidification. Originally, all metal arc welding was done
with bare electrodes; then it was discovered that a thin
coating of lime gave much greater stability of arc and ease
of welding. Bare rods of this type are seldom used today,
since the welds are quite brittle, show very little elongation
and have a low ultimate tensile strength. This is because
the molten metal, being exposed to the air when passing
through the arc, readily forms iron oxide and iron nitride
which are hard and brittle. The melting rate of a bare rod
is also much less than that of the same size of coated
electrode.
The first covered electrode used was a bare rod wrapped
in cardboard; the heat of the arc burned the cellulose pro-
ducing carbon monoxide and hydrogen, both of which are
splendid de-oxidizing agents, and resulting in a tougher and
more ductile weld metal. Later on, mineral salts were used
as a shielding medium and later still it was found that
various minerals and their oxides added to the coating re-
sulted in greatly improved properties in the weld metal. As
a result of extensive development, the major functions of
present day electrode coatings are as follows: to stabilize
the arc, to protect, purify and refine the molten metal as
well as control its viscosity, penetration, burn-off rate and
hence speed of welding, to control the viscosity, surface
tension, brittleness and porosity of the slag and therefore
the type of bead or fillet deposited, and to add alloying
ingredients to the deposited metal. The coatings are usually
composed of a binder, a flux, a de-oxidizer, organic materials
such as cellulose, and arc-stabilizing, slag and alloying in-
gredients. They might be classified in three types: (1) or-
ganic-coated or gas shielded, (2) organic and mineral coated
or semi-slag shielded and (3) purely mineral coated or slag
shielded. The gas shielded rods may be used for all positions
of welding but will work on reverse polarity only; the semi-
slag shielded rods can also be used in all positions especially
where the fit-up is poor and will work equally well on either
straight or reverse polarity. The slag-shielded electrode can
be used only in the downhand or flat position, although there
is one special type which has been developed for making
horizontal fillet welds where the fit-up is good.
While it is of lesser importance, it is essential that the
wire core be of normalized grain structure as the specific
resistance of mild steel in this condition is most suitable for
purposes of metal arc welding. Lack of uniformity in the
final heat treatment of the wire is often responsible for the
erratic behaviour of electrodes whose coatings are processed
under identical conditions.
The importance of electrode coatings might be summed
up by saying that no other development in welding has been
as responsible for its widespread use today. Without them
we could not have a.c. welding nor would it be possible to
weld the high-tensile alloy steels. We could not obtain the
speeds in welding now possible, nor could we effect the
weight savings in the design of many structures and machines
62
February, 1943 THE ENGINEERING JOURNAL
made possible by the joint efficiencies permissible when
using covered electrodes.
Equipment
Sources of the electric arc are both direct and alternating-
current. Motor driven generators are the commonest means
of obtaining direct current, and for alternating current,
either transformers, rotating motor generators, frequency
changers or combinations of motor generators and frequency
changers are generally used. There are two types of welding
equipment — manual and automatic.
Manual Arc Welding Equipment — The direct current gen-
erators are of two kinds: (1) single or multiple operator,
constant voltage generators, and (2) single operator, variable
voltage generators. The first is a generator set which supplies
a constant voltage to the welding system which in turn may
supply one or a number of operators each of whom controls
his welding current through an adjustable resistance. The
second type delivers constant electrical energy to the weld-
ing system: i.e. sudden increase in the arc voltage (which is
dependent on arc length) causes a decrease in the welding
current and vice versa; this self-regulating feature results
in greater arc stability and enables operators to make con-
sistently sound welds. Setting the machine for the desired
current output is done by means of precalibrated dials or
indicator plates.
Welding machines which are built to N.E.M.A. standards
can usually be depended on to give satisfactory perform-
ances. In selecting the type, size and rating, the character
of the work contemplated and the available source of prim-
ary current should be considered. Multiple operator sets are
advantageous where a large number of low-current arcs, at
low operating factor (ratio of arc time to total time) are
grouped in a limited area. Single operator sets are portable,
and have greater independent adjustment and control of
arc characteristics.
Not so many years ago, a.c. welding was used to a very
small extent and only on light work, because of the difficulty
in maintaining an arc with bare electrodes. Since the devel-
opment of special covered electrodes, however, a.c. welding
processes have greatly increased, and now they are used on
all types of work and are very popular in present day ship-
building yards.
Alternating current welding transformers should have a
sufficiently high open circuit voltage to make the arc easy
to strike but not too high to be dangerous and the method
of current adjustment should be simple. Specially designed
coatings on electrodes help to make the proper voltage pos-
sible, and the current is controlled by varying either the
resistance or the reactance of the circuit. One disadvantage
of a welding transformer is that being single-phase it imposes
an unbalanced load on a polyphase circuit ; if more than one
transformer is used this may be compensated for to some
extent by distributing them on different phases of the circuit.
The motor generator a.c. welding sets are somewhat like
d.c. motor generator sets in that their mechanical details
are similar and they also supply constant electrical energy
to the welding system. They are generally controlled by a
variable reactance, however, and generate alternating cur-
rent at the required welding voltage but at a much higher
frequency which improves arc characteristics and stability.
The chief advantage of the rotating a.c. welder is the fact
that it does not create an unbalanced load on a polyphase
circuit.
There are many other relative merits and demerits of
alternating and direct current welding equipment but one
chief advantage of a.c. welding might be mentioned here.
In making heavy welds on thick sections in restricted places
and corners, using direct current the high currents changing
direction around the weld cause magnetic forces to act on
the welding arc and create what is called "arc blow." This
results in an erratic arc causing blowholes and slag inclusions
in the weld at the point of disturbance. Magnetic arc blow
is greatly reduced if not entirely eliminated when using any
a.c. welding equipment, and this feature has led to its wide-
spread use in heavy welding industries.
Automatic Arc Welding Equipment. — An automatic weld-
ing head is a device for automatically striking and holding
the arc between the electrode and the work to be welded.
The success of any metallic arc welding operation is depen-
dent on the maintenance of a uniform arc of proper length.
In manual welding this is the duty of the operator, whose
ability to hold a steady arc depends on his physical con-
dition and degree of fatigue. Automatic welding equipments
remove this variable and make it possible to obtain good
sound welds even with an inexperienced welding operator.
There are many methods in use for automatically feeding
the arc and striking the electrode but all contain three
essential parts: (1) a motor to feed the electrode, (2) a means
of control to strike and maintain proper arc length, and
(3) a means of conducting electric current to the electrode.
In addition some means must be provided for either moving
the welding head over the work or the work past the welding
head at a steady, uniform rate. The current may be either
Fig. 1 — Girders and columns for mill buildings fabricated by
welding rolled plates.
alternating or direct, and the electrodes for the majority of
automatic machines are bare or lightly coated, some inde-
pendent means of shielding the molten weld metal being-
provided. The wire is usually fed into the machine from a
coil, eliminating stops and stub ends of electrodes; then, too,
much higher currents can be used resulting in greater speeds
in welding. This type of welding machine, however, requires
special precautions in preparation of the joints — a most
accurate bevelling or grooving being necessary to secure
good results. They are limited in application, and are still
used mainly on production work or where there is a large
quantity of long, straight seams to be welded.
Training and Qualification of Operators
As yet it is impossible to define the term "welder" or
"welding operator." Any attempted definition or specifica-
tion of the term would vary between one industry and an-
other and even between individual plants in the same in-
dustry. One plant may position all their arc-welding work
and use large electrodes and alternating current. A first
class operator with years of experience here would be of
limited and perhaps no value on construction work or in a
shipyard, where direct current may be used and a large
part of the welding would be in the vertical and overhead
position. Or, an operator may be highly skilled in welding
thin sheet and have no training or experience in heavy plate
fabrication or pipe welding. While many of the processes
and their applications rest on the same fundamentals, a
man trained only in those fundamentals has far to go before
qualifying as a welding operator and being of value in
any plant.
Assuming, then, that an employer has developed definite
THE ENGINEERING JOURNAL February, 1943
63
job specifications, the important thing is to obtain, in the
shortest time, an operator who can perform work to those
specifications. This can be done either within the plant
itself or by an outside welding school.
When training is done in the plant, the employer selects the
trainees, provides space, equipment, materials and instruc-
tors, and all instructions and qualifications are arranged for
the specific requirements of that plant. The trainee is first
taught safety practices, then how to strike an arc and lay
down a neat, sound bead. Then he learns to tack pieces
together and make the easier types of welds, progressing to
the more difficult ones, until in possibly four to six weeks
he may be ready to start on the simpler forms of work in
the shop. In the meantime he is taught some of the theory
of welding, and if necessary for that particular plant, how
to read welding symbols and blueprints. In from four to
six months' time the average operator should be reasonably
proficient in the use of the arc as a fabricating tool in
that plant.
Welding schools generally train a would-be operator dif-
ferently, i.e. he gets no specialized training but general
instructions in the fundamentals of various welding pro-
cesses, both practical and theoretical and the observance
of safety practices. Before such a man can be of value to
any industry or workshop he must first undergo a period
of further training with his employer. This period, of com se,
should be much shorter than the time required when the
operator is trained in the plant.
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/
I " m m *^* ^
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|ite-?'
s ■-- ^j
r
>k
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Fig. 2 — Positioner for all-welded ship, allowing downhand
welding.
In metal arc welding, the physical properties of the weld
metal, such as tensile strength and ductility, will be deter-
mined by the particular procedure of welding that is used.
The reliability of the welded joint will be determined by
the degree to which that weld metal is kept free of foreign
materials and by the degree to which it is fused to the base
material. Under a fixed procedure of welding these two
latter factors are the only ones over which the welding
operator has control. It is not considered necessary, there-
fore, to test the welds of every operator for tensile strength
and ductility.
The first step in welding should be to adopt a procedure
in which all essential variables are fixed within definite
limits. This procedure should then be investigated to deter-
mine whether it will produce welds with the desired physical
properties. Having established that a given procedure is
satisfactory, comparatively simple tests, intended primarily
to determine the ability of an individual to make a sound
weld, may then be used for the qualification of welding
operators.
Heat and Mechanical Problems
The electric arc is particularly suitable as a source of
energy for welding because the heat may be effectively
concentrated on the surface of the metal being welded, and,
in the case of the metal arc, the temperature is such as to
boil the electrode away rapidly.
One of the factors controlling temperatures during weld-
ing is the dissipation of heat from the place where it is
generated. Since the physical properties of solid steel are
influenced by the maximum temperature of its liquid phase
and the rate and manner of solidification, therefore, the
manner in which cooling takes place will have a profound
effect on the properties of the weld and adjacent metal.
Characteristics inherited from these temperatures and cool-
ing rates are only partly removed by later extensive mechan-
ical and thermal treatment of the metal. Differences between
weld metal and forged or cast metals are partly due to the
high heat of fusion in welding and the rapid solidification
rate which follows.
The rate of cooling depends chiefly on convection, radia-
tion and thermal conductivity. In thin sections the heat
loss is chief!}' by convection and radiation, whereas in heavy
sections it is mostly by thermal conductivity. Preheating is,
therefore, often used for heavy sections where the welds
are small in comparison to the mass of base metal in order
to lower the cooling rate and to decrease the hardening and
chilling effects on the heat affected zone.
The most common and widely known effect of tempera-
ture on metals is expansion on heating and contraction in
cooling in all three directions, length, width and thickness.
Since welding is a local operation and metal deposited in
the arc is in a highly superheated molten state, the extent
to which the base metal will be heated and cooled will be
very limited and there will be little possibility of free ex-
pansion and contraction. Because of this, a state of con-
straint will be originated in all welded articles, and this
constraint is conveniently expressed in terms of stresses.
These stresses may or may not disappear when room tem-
perature is reached, and those which remain are usually
referred to as "locked up" or "residual" stresses due to
welding. Heat input, however, is not always responsible for
residual stresses since they readily result from machining
and cold forming operations. Any process subsequently
applied which results in a reduction or removal of such
stresses is called stress-relieving.
Residual stresses then, in Avelded work are introduced by
the partial heating of the metal adjacent to the weld fol-
lowed by irregular cooling. Their magnitude depends not
only on the rate and sequence of welding, but chiefly on
the rigidity or resistance to distortion of the surrounding
parts. The cooling of mild steel welds from the molten state
down to 600 deg. F. is accompanied by considerable yield-
ing but below this temperature the residual stresses will
develop rapidly; should they become sufficiently high to
cause yielding of the structure or member, distortion will
result, with a corresponding decrease in residual stress.
In general, the more a structure distorts during or after
welding, the less will be the residual stresses, but this does
not necessarily mean that because the welded structure is
not distorted it will have high residual stress. Proper joint
design and preparation, symmetrical arrangement of welds
about neutral axes of the member of structure and a care-
fully planned sequence of welding will go a long way toward
keeping both distortion and residual stress to a minimum.
There is considerable evidence that residual stresses,
whether induced by cold work or hot work, tend to distribute
themselves in time and reduce in value particularly when
subjected to external loading. In the majority of members
of mild steel subject to gradually applied load stresses or to
steady stresses, they are not of serious importance. In cases
where the loads are suddenly applied or in members of
high-strength steel, plastic deformation may not have time
to develop so that high residual stresses may become serious.
In such cases, stress relief either by heat treatment or static
preloading is highly desirable. Metals which will be subject
to low temperatures, members which are to be machined
after welding and vessels subject to corrosion should all be
stress relieved.
The most common method of stress relief is by heat
treatment. For mild steel, the yield point stress at 1,200
deg. F. is reduced to 8,000 lb. per sq. in. or less, therefore,
stresses above this amount will produce a flow in the steel
and will be relieved. To do this it is necessary to heat the
member slowly and uniformly in a suitable furnace, and
hold it at the above temperature a sufficient time for plastic
64
February, 19-13 THK ENGINEERING JOURNAL
flow to take place, after which it is allowed to cool gradually
and uniformly.
Other methods of stress relief are to peen the member or
structure after welding or to slowly preload a structure be-
fore it is placed in service. In Europe it is not uncommon to
apply internal pressure to welded containers of uniform
thickness until the yield point of the metal is reached.
Joint Design and Preparation
In the design of welded joints there are two general types
of welds used, butt welds and fillet welds. These welds
may be used in making many types of joints such as ordinary
butt and fillet joints between parallel plates, tee joints be-
tween plates joining each other at an angle, corner joints
and lap joints. The proper selection between butt and fillet
welds is of importance both from the standpoint of economy
in fabrication and service life of the structure, but no set
rule can be applied for selecting the proper type.
Fillet welds, in general, require less preparation of the
parts before welding because the parts may be lapped to-
gether without spending a great deal of time in bevelling
and preparing the plate edges. If the plates are lapped it
is not essential that their dimensions be held to close
tolerances.
In joints where the plates are butted at right angles to
each other it is necessary that the edge of the abutting plate
be cut at right angles to the plate surface. This requires a
single cutting operation with a shear, cutting torch or planer,
but the prepared edge must be straight so that it will fit
uniformly to the abutting plate. A space or gap between the
two plates will reduce the effective size of the fillet welds
and require the weld size to be increased by the amount of
the gap, thus increasing the amount of weld material re-
quired.
Butt welds require a better fit of the parts to be joined
and usually at least one of the plates is bevelled. For such
welds in plates one quarter inch or less in thickness the
edges are usually spaced about one eighth inch apart and
are trimmed square. For plates over this thickness, the
edges should be bevelled, either using a single vee, double
vee, or U-type groove.
The inherent shape of a fillet weld is such that it produces
abrupt changes in contour of the sections it joins, and con-
sequently develops points of stress concentration, which may
have to be considered in cases of dynamic loading. Most
butt welds, especially those with little or no reinforcement,
on account of their form, do not possess characteristics
which produce stress concentrations; however, for the same
reason they generally produce greater residual stresses, be-
cause greatest shrinkage takes place directly across the weld
where the parts are not usually free to move. While the
contraction in fillet welds is relatively the same, there is a
possibility of a small movement occurring between the plates
and in addition, the contraction is in such a direction it
tends to bend or distort the parts thus lessening the residual
stresses in them.
In order to increase the speed of welding it is desirable
to deposit weld metal in the downhand position with large
diameter electrodes. Butt welds are ideal for this purpose
and are generally preferred. Fillet welds are of such a nature
that usually one fusion zone is in the vertical plane. This
necessitates either the use of small diameter electrodes or
the use of welding jigs, manipulators or positioners to turn
the work and permit downhand welding.
Another factor in connection with a selection between
butt and fillet welds is that higher design stresses are often
permitted for butt welds. The non-uniform stress distribu-
tion in fillet welds often results in secondary bending stresses
or moments and so the permissible stresses are usually lower
than for butt welds.
The preparation of the edges to be joined is of particular
importance in welding. This procedure includes the prepar-
ation of the edges so as to provide the best possible con-
ditions for welding, the cleaning of the metal edges, and
the making of allowances for expansion and contraction
caused by heating and cooling.
In preparing edges for tee joints and open, square butt
welds, the plates should be cut so they will match accur-
ately when assembled for welding. This cutting may be
done either by mechanical means or by the oxyacetylene
cutting blowpipe. For single and double vee butt welds
the edges are bevelled by whatever economical means will
produce the desired results, using flame cutting, edge plan-
ing, chipping or grinding. U-grooves are usually made with
either oxyacetylene gouging nozzles or by means of a spec-
ially shaped tool on an edge planer.
Preparation for welding also involves making sure that
the edges are clean and free of oil, grease, paint, rust, scale
or slag from the flame cutting operation. With the edges
properly bevelled and cleaned for welding, steps should be
taken to insure that the finished job will be in correct align-
ment, the accuracy of such alignment, of course, depending
on the type of work being welded. Short lengths of welds
called tack welds placed at intervals along the joint are
used for this purpose. They are either chipped or melted
out during the welding operation or they may become part
of the finished weld. Lengths of bars, strips of heavy plate
or various shapes of steel, V-blocks, clamps, jigs and fixtures
are all employed in various ways for maintaining alignment.
The importance of careful preparation of material and a
good fit-up at welded joints cannot be stressed too strongly.
Fig. 3 — Framing for all-welded ship, with plating partly
assembled.
Not only will good fit-up reduce the amount of weld metal
deposited but it will facilitate assembly and lower the resi-
dual stresses or distortion of the structure. When the de-
creased efficiency of the operator, greater waste of electrodes,
straightening operations, etc., are taken into consideration,
the cost per foot of weld will often be tripled as a result of
poor fit-up.
For large or complicated work it is advisable to give
careful study to the sequence of operations. This means a
consideration of the location of all welds with reference to
one another, the probable effect of expansion and contrac-
tion, the method of securing proper alignment and the order
in which the welds should be made. Time spent in deter-
mining such a sequence of operations in advance will be
well repaid by results during the subsequent welding-
operation.
Inspection and Testing
As in the case of much fabricated work, what is done by
a welding process often requires inspection during the course
of construction, either by the manufacturer, purchaser, or
an agency which furnishes such services. The structures on
which inspection is required will vary widely in design and
type of welding application, so that no one class of in-
spectors can be expected to be proficient in all of them.
The inspector should enter a shop with two main thoughts
in mind — namely, to obtain a good job properly fabricated
to the applying code or specification, and to expedite the
completion and delivery as much as possible. This involves
THE ENGINEERING JOURNAL February, 1943
65
(1) good judgment on his part in the interpretation and
application of such code requirements (since even most care-
fully prepared rules are not always clear and complete) and
(2) full co-operation with the manufacturer in obtaining
desired results and maintaining friendly relations between
purchaser and fabricator.
As yet no method of testing comparable to "tapping
rivets" has been devised although some have been put for-
ward which are partially successful. Most of them work
best with butt-welds and are not as applicable to the fillet
welds more commonly used in structural practice.
The most effective but also the most costly are the X-ray
or Gamma-ray methods, in which photographs of the welds
are taken, utilizing the penetrating radiations of the X-ray
tube and of radium to detect the character and extent of
defects. For most pressure vessels, the various codes make
X-ray examination one of the requirements of their
fabrication.
Where radiographic equipment is not available, examina-
tion is sometimes made by trepanning or cutting sections
from the welds. These sections should be taken at points
where the welds look most questionable, and polished,
etched and examined for objectionable defects.
The "magnaflux" or magnetic powder method of testing
may also be used on finished welded products of ferrous
metals which can be magnetized. This consists of first mag-
netizing the work, then sprinkling iron filings on a paper
over the weld. The filings collect at points where defects
occur, but considerable experience is required to properly
apply and judge the results of this test.
For structural welding the visual inspection by a com-
petent inspector during and on completion of welding is
satisfactory, but in addition there are several definite things
which can and should be done to insure workmanship of
good quality. First, none but properly qualified welding
operators should be permitted to do any welding where
strength is a requisite consideration. Second, a definite pro-
cedure control should be followed. This involves correct
preparation of the parts to be welded, selection of proper
electrodes, the technique of the welding process and pro-
vision for adequate supervision. Third, joint surfaces should
be clean and free from dirt, grease and paint which would
interfere with the welding process.
These three steps will go a long way toward producing
sound welds of the required strength. There is left the visual
inspection of the finished weld. Observation of the welder
at work will furnish information as to the character of his
welds such as proper arc, amount of penetration, and cor-
rect settings of current and voltage. The surface of the
weld should be fairly smooth without blowholes and cracks,
and the edges should appear to thoroughly merge with the
base metal, with no overlapping or undercutting. Fillet welds
should be of the correct size and outline, and butt welds
which are reinforced must be between the minimum and
maximum height tolerances.
Pressure tests are sometimes used for closed containers
such as low pressure vessels, tanks and pipes; these may
be either hydrostatic or air but the use of air for testing is
dangerous unless the correct type of safety valve is properly
installed first.
Recent Developments
Great advances in welding techniques and equipment
have been made which will influence the extent and char-
acter of future welding. Perhaps one of the most important
developments of the past year is the successful introduction
to industry of alternating current electrodes suitable for
producing highest quality welds in the vertical and overhead
positions. This means that many shops which were using
a.c. welding for flat work only can now avoid the necessity
of changing to direct current for vertical and overhead
work, and obtain the inherent advantages of alternating
current in all positions of welding.
Another development is the use of larger electrodes and
higher welding currents where work conditions permit. By
using larger electrodes it is possible to deposit two and even
three times as much metal in a given time, obtaining faster
production at great savings in cost. Arc blow is particularly
Troublesome when using high currents in d.c. welding, so
that this development has been made possible only through
the use of a.c. electrodes and equipment.
Recently there has been put on the market new welding
equipment which has been developed especially for light
gauge steel; this is leading to a tremendous increase in the
use of metal arc welding in sheet metal work.
Armour plate, alloy steels in aircraft and other high-
tensile steels are now being welded successfully with appro-
priate electrodes and technique. We can, therefore, build
structures with welded high tensile steel and obtain double
savings from the economy of welded shapes and details
and the use of higher stresses permissible with such steels.
These are only a few of the many developments in welding
processes and methods, but there are still many unsolved
problems which offer fine opportunities for research and
investigation. These problems will be largely solved by
welders, metallurgists and engineers.
In the field of design, rigid frame structures are coming
more and more into use, due to the ease with which they
can be fabricated by welding with resultant economies in
weight. Also, a great many items which were formerly made
of cast iron or steel are now being replaced by weldments,
hut so far the welded part has been a close copy of the case
one in size and shape. Here, then are wonderful opportuni-
ties for re-design whereby the amount of cutting, bending,
welding and other operations may be reduced, and the full
economy of metal arc welding may be realized. Welded
joints well thought out by a designer who knows the action
of a structure can be as near the attainment of ideal joints
as practical and economic considerations will allow.
66
February, 1943 THE ENGINEERING JOURNAL
REPORT OF COUNCIL FOR THE YEAR 1942
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 de-
partments. Emphasis has been placed on certain activities
and others have been allowed to subside, but on the whole
it has been a year of greater activity. Increases in member-
ship, and a substantial financial statement indicate 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."
The above quotation is the opening paragraph of last
year's report of Council. It is just as true of conditions
throughout 1942 as it was for 1941. In fact, almost every
section of last year's report could be used over again for
this year. This is a good sign because it shows that the im-
provement and steady acceleration in Institute affairs is
being well maintained.
Members are becoming spread over wide areas and in all
parts of the world. New and greater responsibilities are being
accepted on all sides. Unfortunately, only a few items of
news get through, and it is impossible to form any adequate
picture of the national service being rendered by the pro-
fession. It will be a happy day when the whole thrilling
story can be told.
It is interesting to observe the difference in the effects
of this war and the last one on Institute affairs. Between
the first and the third years of the last war the membership
increased only by sixty-nine. During the similar period of
this war the membership has increased by eight hundred
and thirty-eight. In one case the income increased by over
Three Thousand Dollars and in the other case it has in-
creased by over Nine Thousand Dollars. The more careful
distribution of technical personnel, and the great industrial
development in this country, have reduced the number of
members on active service. In the last war thirty-six per
cent of the entire membership was in the services.
In civilian affairs members continue to make great con-
tributions. In Government departments and in industry
engineers continue to occupy positions of administrative
control, and technical responsibility. In the younger groups
there is still the urge to leave peaceful industry for comba-
tant activity, but many a young man, under pressure of
his more important duty, has stayed at his industrial occu-
pation while his interests and spirit were driving him to
"go active".
Many members have been honoured — in the active forces
and others in civilian occupation. Some have been
wounded and others killed in action. Detail mention of these
events is made from time to time in The Engineering Journal.
as the information becomes available. Again it is apparent
that the whole story will not be disclosed until hostilities
have ceased, but the news that has come out in small
amounts is an indication of the honourable part that is
being and will be played by those who make up the member-
ship of this organization. In the last war a great record was
established. In this war it may even be surpassed.
Branch Activities
The affairs of the branches have prospered in varying
degrees. Those in large industrial centres have carried out
active programmes, and have enjoyed increased member-
ship. Some few branches have been less fortunate in that
some of their members have moved to other areas and there
has been no compensating movement into their areas. This
tends to reduce activities and curtail expansion, but in
spite of these conditions, all branches report a successful
year.
Visits to Branches
The president visited every branch in Canada, and
attended every meeting of Council. His inspirational ad-
dresses have been a stimulus to Institute affairs right across
the country. He spoke also to many other organizations,
and during his western trip included six visits with branches
of the Alumni Federation of the University of Toronto. In
all these public appearances, both in Canada and the United
States, he did much to enhance the prestige of the Institute
and the profession.
Council Meetings
Following established procedure, Council held several
meetings away from Headquarters. These were at Van-
couver, Niagara Falls, Toronto, and Halifax. In all, thirteen
Council meetings were held throughout the year with an
average attendance of twelve. Out of a total of forty-three
councillors thirty-five attended at least one meeting, repre-
senting twenty-two out of twenty-five branches.
Finances
Perusal of the reports from the Treasurer and the Finance
Committee indicate that finances are in good shape. The
largest surplus that has been accumulated in many years
is shown. The collection of arrears of fees has reached a
new high level, being $1,492.00 higher than last year. This
is attributed to the fact that members are now all well
employed, and that Headquarters has made a special drive
to turn these paper assets into cash.
It is comforting to know that the Institute can operate
with increasing financial stability even though fees are re-
mitted to members overseas, and to members resident in
combatant areas.
It is also of some satisfaction to see that in spite of new
and increased activities which require substantial financial
support, such as the Webster lectures and new committee
undertakings, the balance sheet is still favourable.
Annual Meeting
A review of the work of the year would not be complete
without comment on the annual meeting held in Montreal.
There seems to be unanimity of opinion that this was a
record meeting from every point of view. The registration
ran to eleven hundred and every function was patronized
to the capacity of the facilities.
The good fortune of having Lieutenant General McNaugh-
ton as the banquet speaker was of itself a factor that would
assure success. In addition to this as special guests were
the presidents and secretaries of the seven leading engineer-
ing societies of the United States.
International Relations
It is always a pleasure to report on the relations with
sister societies in the Old Country and in the United States.
While the advent of war has made it more difficult to
communicate with societies overseas, it has done much to-
wards developing closer relationships. The common danger
and the common effort to overcome it, have brought the
British Isles and Canada closer together. The presence of
so many Institute members "over there" has materially
increased the number of contacts whereby each group has
become better known to the other.
Many members of British Institutions are in Canada.
Every effort has been made to locate such persons so that
through the branches the facilities and hospitality of the
Institute may be extended. Several branches report that
they have frequently as guests engineers from across the
Atlantic. It is to be hoped that these opportunities to wel-
come fellow members of the profession will be extended in
1943.
The presence of the presidents and secretaries of the
THE ENGINEERING JOURNAL February, 1943
67
seven leading American societies at the 1942 Annual Ban-
quet in Montreal was one of the best indications of the
further development of the already good relationship with
the sister societies south of the border. This was a most
unique and impressive compliment to the Institute, much
appreciated by all members.
Very close contacts with these societies are steadily main-
tained. The Engineers' Council for Professional Develop-
ment is a splendid medium for this purpose. The visits of
officers of the Institute to American meetings and joint meet-
ings, such as that held at Niagara Falls, in October, are
natural channels through which flows a steadily increasing
volume of understanding and good-will. Engineering societies
on both sides of the border are splendid agencies for this
wholesome development.
Engineers' Council for Professional
Development (E.C.P.D.)
In the second year of membership in this international
co-operative bod.y, it has been made even more apparent
than before, that the Institute membership therein has
placed it in a unique position to aid the profession and those
aspiring to become a part of the profession. The continued
study of problems by committees representing all eight
member societies has produced new thoughts in the im-
portant general problems of professional development.
Committees on Engineering Schools, Student Selection
and Guidance, Professional Training, Professional Recog-
nition, and Engineering Ethics, have turned in annual re-
ports which show that much time and thought has been
expended by the prominent engineers who constitute their
membership. The recommendations of these reports are the
basis for the work of 1943, and indicate that this year will
be productive of many more things helpful to the profession.
Joint Meeting
One of the most successful and pleasant features of this
year's programme was the joint professional meeting held
in October at Niagara Falls, Ontario, with the American
Society of Civil Engineers. It would be difficult to find a
meeting that would be richer in those splendid qualities
of good fellowship and professional interest.
Outstanding papers and inspirational non-technical ad-
dresses were delivered by members of both societies. Mem-
bers of the Institute were particularly pleased with the
contributions made by Canadians. President C. R. Young's
luncheon address on "The Place of the Engineer", and
Dr. H. J. Cody's banquet speech were reproduced in the
December Journal.
It was the opinion of everyone that meetings of an inter-
national nature such as this should be held more frequently,
not only because of the professional advantages, but also
because of the opportunities afforded for developing better
understanding between the individuals and the nations.
The Institute is glad to assure the officers and members
of the American Society of Civil Engineers that visits such
as this will always be welcome, and that the Institute will
always be ready to co-operate to the fullest extent.
Overseas Children
Up to the present there has been no report on the assist-
ance given by the Institute and by members of the Institute
to children and parents sent here from England for safety.
This work has been so personal that it has not been
thought wise to give any publicity to it. However, members
will be glad to know that certain necessary assistance has
been made available in many parts of Canada.
Members in such places as Halifax, Montreal, Toronto
and Winnipeg are in contact with cases, and have
been happy to lend aid and assistance. The Institute has
been very active in some instances where the families of
engineers have been involved, and has aided in supplying
many of the necessities of life. The interest in these families
will be continued as long as the need exists.
Committees
During the year three new and important special com-
mittees have been established. The work of these commit-
tees is related directly to national problems and, because
of its importance, members of the committees are making
heavy personal sacrifices to see that real progress is achieved.
Reports of the committees follow, and it is recommended
that members not already familiar with the work read
them carefulty in order to have an appreciation of what is
being attempted. The committees are — Committee on The
Engineering Features of Civil Defence, Committee on In-
dustrial Relations and Committee on Post-War Problems.
Wartime Bureau of Technical Personnel
The Bureau continues to do good work. Early in the
year, Elliott M. Little and L. Austin Wright transferred
from Director and Assistant Director respectively to the
same positions in National Selective Service, and H. W. Lea
and J. D. Dymond were selected to fill these vacancies in
the Bureau.
Order-in-Council 638 passed in March gave the Bureau
more power and authority, and provided certain controls
which have aided materially. This legislation was the first
attempt in Canada to applv compulsion in the manpower
field.
Without having any legal obligation to do so, the Bureau
functioned as a division of Selective Service, thereby orient-
ing its work with the larger activity in order to aid in pro-
viding a complete coverage in a co-operative manner.
Changes now being contemplated by the Department of
Labour may make this relationship even closer. It is to
be hoped that the new plans do not contemplate the total
absorption of the Bureau into the Department, and the
transfer of the administration to the Department in place
of leaving it with the professional societies themselves as
at present.
The Bureau was set up in February, 1941, by an Order-in-
Council which named The Engineering Institute of Canada,
the Canadian Institute of Mining and Metallurgy, and the
Canadian Institute of Chemistry to "organize the place-
ment of technical personnel".
Roll of the Institute
The membership of all classes now totals 5,052, which is
again a new record. New names added to the roll for the
year 1942 amounted to 485, but deaths, resignations and
removals reduce the net figure to a gain of 279. This is a
gratifying figure, particularly in face of the fact that all
persons three years or more in arrears have been removed
from the membership list. It is likely that the present out-
standing total of arrears is the lowest that has obtained for
many years.
During the year 1942, four hundred and sixty-nine can-
didates were elected to various grades in the Institute. These
were classified as follows: One Honorary Member: one hun-
dred and seventy-seven Members; sixteen Juniors; two
hundred and fifty-six Students, and nineteen Affiliates. The
elections during the year 1941 totalled four hundred and
thirty-nine.
Transfers from one grade to another were as follows:
Junior to Member, fifty-nine; Student to Member, thirty-
two; Affiliate to Member, one; Student to Junior, eighty-
eight; Student to Affiliate, one; a total of one hundred and
eighty-one.
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
1942, for non-payment of fees and by resignation, sixty-one
Members; twenty-one Juniors; sixty-eight Students, and
one Affiliate, a total of one hundred and fifty-one. Sixteen
reinstatements were effected, and twenty -one Life Member-
ships were granted.
68
February, 1943 THE ENGINEERING JOURNAL
Deceased Members
During the year 1942 the deaths of fifty-four members of
the Institute have been reported as follows:
Honorary Member
Adams, Frank Dawson Montreal, Que.
Members
Aggiman, Jacques Nissim New York, N.Y., U.S.A.
Andrewes, William Edward London, Ont.
Archibald, Ernest M West Palm Beach, Florida,U.S.A.
Armstrong, Thomas Stiryaker Port Arthur, Ont.
Baltzell, Willie Henry Pittsburgh, Pa., U.S.A.
Bang, Claus Marius Deer Lake, Newfoundland
Buckley, Rex Elmer Glen Ferris, West Virginia,U. S.A.
Byers, Archibald Fullarton Montreal, Que.
Cregeen, Kenneth Thomas Montreal, Que.
Dennis, Earle Munro . . .Ottawa, Ont.
Duckworth, Walter Ritchie Vancouver, B.C.
Duncan, G. Rupert Fort William, Ont.
Evans, John Maurice Montreal, Que.
Fuller, Royden John Toronto, Ont.
Jackson, Donald Alphonse Chatham, N.B.
Jackson, John H Toronto, Ont.
Johnson, Edward Preston Toronto, Ont.
Johnston, Harold Stanley Halifax, N.S.
Johnstone, William Morrison Ottawa, Ont.
Rester, Fred. Henry Walkerville, Ont.
Kirkpatrick, Alexander M Winnipeg, Man.
Mahon, Harry Wendell Halifax, N.S.
Millidge, Edwin Reginald Winnipeg, Man.
Morrisey, Henry Fairweather Saint John, N.B.
MacDiarmid, Archibald Alexander. . Quebec, Que.
MacKinnon, John George Moncton, N.B.
Macphail, William Matheson Winnipeg, Man.
McCurdy, Lyall Radcliffe Montreal, Que.
McDowall, Robert Toronto, Ont.
Palmer, John Montreal, Que. •
Parker, Thomas Wint Weir Fergus, Ont.
Porter, John Earle Windsor, Ont.
Reynolds, Philip Ferndown, Dorset, England.
Robertson, A. Ross Toronto, Ont.
Ross, Sir Charles Passagrille, Florida, U.S.A.
Schlemm, Leonard Ernest Montreal, Que.
Shanly, James Kenogami, Que.
Smither, William James Toronto, Ont.
Souba, William Henry Minneapolis, Minn., U.S.A.
Stockett, Lewis Vancouver, B.C.
Taylor, Charles Selkirk, Man.
Tempest, John Sugden Calgary, Alta.
Townsend, Charles Rowlatt Montreal, Que.
Vaughan, Henry Hague Montreal, Que.
Walton, Frederick Stanley Prince Rupert, B.C.
Webb, Harry Randall Edmonton, Alta.
White, Joseph James Winnipeg, Man.
Wilson, Wm. Thomas Dunscore, Dumfriesshire, Scot.
Juniors
Boyd, William Gamble Kingston, Ont.
Mews, John Courtenay Buchans, Newfoundland.
Porter, Lawson Bardon St. John's, Newfoundland
Students
Murray, Robert Leslie Vernon, P.E.I.
Swingler, Russell Henry Ottawa, Ont.
Total Membership
The membership of The Institute as at December 31st.
1942, totals 5,652. The corresponding number for the year
1941 was 5,373. .
1941
Honorary Members 16
Members 3,560
Juniors 638
Students 1,084
Affiliates 75
1942 5'373
Honorary Members 16
Members 3,727
Juniors 655
Students 1,158
Affiliates 96
5,652
Respectfully submitted on behalf of the Council,
C. R. Young, m.e.i.c, President.
L. Austin Wright, m.e.i.c, General Secretary.
TREASURER'S REPORT
The President and Council:
As can be seen from the financial statement your Institute
has had a successful year from a financial point of view, all
of which is covered in the report of your Finance Committee.
The securities for your investment account which are
shown in the statement as totalling $16,588.51 have been
checked and found in order. The actual market value of
these securities as at to-day's date is approximatelv
«18,000.00.
Respectfully submitted,
E. G. M. Cape, m.e.i.c, Treasurer.
FINANCE COMMITTEE
The President and Council:
It is with much pleasure that your Finance Committee
reports a satisfactory financial year for The Engineering
Institute of Canada.
The Balance Sheet, which has been prepared by the
Auditors, shows a surplus of $3,208.56 for the year's opera-
tions, and that notwithstanding the fact that a new Special
Building Fund Reserve was created, and that an unusual
expenditure was incurred in publishing Professor Webster's
lectures.
Your Committee feels that a Special Building Reserve
should be created covering any possible future repairs or
replacements of major character, and has set aside, for this
purpose, an amount of $3,500. The reserve for the Building
Maintenance has been increased from $1,350 to $2,000,
which should cover the usual repairs.
The amounts covered by these special reserves, as well
as that of the excess of the Revenue over Expenditure, for
the year, has been invested in Government Bonds.
You have decided, last year, that the Past- Presidents'
Fund, which is made up of private subscriptions, for a
special purpose, should be reported to Council only. In
consequence, the investment, represented by this Fund
which amounted, in last year's report, to $6,212.90, has
been withdrawn from the list of investments in this Report.
Respectfully submitted,
deGaspé Beaubien, m.e.i.c, Chairman.
BOARD OF EXAMINERS AND EDUCATION
The President and Council:
Your Board of Examiners and Education for the year
1942 has had prepared and read the following examination
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 3 2
VII. (a) General Paper on Structures. . . 2 1
VII. (b) (1) Structural Steel Design. ... 1 1
Respectfully submitted,
R. A. Spencer, m.e.i.c, Chairnmu.
COMMITTEE ON POST-WAR PROBLEMS
The President and Council:
Your Committee on Post- War Problems begs to submit
the following résumé of its activities for 1942.
The early part of the year was spent in organization.
An endeavour was made to have where possible a reasonable
distribution of membership that would be representative of
all parts of the country as well as of both the public services
and private industry.
After organization, a study was made of the memorandum
THE ENGINEERING JOURNAL February, 1943
69
entitled "Considerations for Evaluating Projects" sub-
mitted by the Sub-Committee on Post- War Construction
Projects of the James Committee on Reconstruction of the
Federal Government. This memorandum was subjected to
critical examination by each branch of the Engineering
Institute. The comments from the various branches were
then studied by your Committee, the reports co-ordinated,
certain suggestions originating with members of the Com-
mittee incorporated and the final results reported to Council
for their approval and transmission to the proper quarters.
At the suggestion of the chairman of the Sub-Committee,
each branch of the Institute was communicated with and
given a list of local Citizens' Committees concerned with
the Rehabilitation of Returning Soldiers. It was suggested
that the branches might give some assistance to these
committees. Each local Citizens' Committee of record,
about one hundred in all, was written and offered the
services of engineers in their work. The combined response
of these letters indicated that in several branches active
work was going on along these- lines. A number of letters
were received expressing appreciation of the offer of help
and intimating that it would be accepted. One branch of
the Institute in a centre in which there is no local Citizens'
Committee has offered to give leadership in the organizing
of such a group.
It is recommended that the Council give every encourage-
ment to Institute Branches for the study of post-war
problems both as a branch and by way of assistance to
local representative Citizens' Committees, particularly in
endeavouring to see, in the formation of the latter, that
interested engineers are included in their personnel. This
work presents an opportunity for disinterested public
service on the part of the profession, and each engineer, to
the extent that he makes a contribution to this work, will
not only assist it constructively but will also be the means
of impressing on the non-engineering members, and through
them citizens generally, with the place that our profession
can take in the general councils of a post-war economy. A
great opportunity is before us. What we do with it is up
to ourselves alone.
Respectfully submitted,
W. C. Miller, m.e.i.c, Chairman.
COMMITTEE ON WESTERN WATER PROBLEMS
The President and Council:
Your Committee on Western Water Problems has been
advocating the construction of further works to utilize fully
Canada's share of the St. Mary and Milk Rivers in Alberta.
By Order-in-Council dated February 17th, 1941, the
Dominion Government named the following committee to
study the matter:
Victor Meek (Chairman), Controller, Dominion Water and
Power Bureau, Ottawa, designated by the Minister of
Mines and Resources;
George Spence, Director, Prairie Farm Rehabilitation
Branch, Regina, designated by the Minister of Agriculture;
William E. Hunter, Accounts Branch, Department of
Finance, Ottawa, designated by the Minister of Finance.
This Government Committee prepared a comprehensive
report which has recently become available in printed form.
We quote its general recommendations as follows:
"The Committee is not unmindful of the tremendous
burden placed upon the Federal treasury because of the
War. We realize the necessity of minimizing expenditures
which are not essential to the war effort. We realize that
the commencement of construction at this time would
involve the employment of labour, skilled and unskilled,
and the use of materials essential to war industry. We
believe, however, that the St. Mary and Milk Rivers
Development should be included as a part of the Dominion's
post-war rehabilitation programme and we recommend : —
"(1) That the proposed development be reserved as a
post-war measure.
"(2) That the Dominion and the Province of Alberta
enter into an agreement, to be confirmed by legis-
lation, setting out the general principles governing
the development as a co-operative undertaking.
"(3) That surveys and investigations be continued so
that construction may be begun without delay after
the war.
"(4) That this report be ref erred to the Committee on
Reconstruction . ' '
In view of its importance we suggest that members of
the Institute make a point of studying this report. Those
wishing to obtain a copy should write the Director, Prairie
Farm Rehabilitation Branch, Department of Agriculture,
Regina.
In November, 1942, informal meetings were held in the
West under the auspices of the Sub-committee on Natural
Resources of Dr. James' Reconstruction Committee and
the sites of the proposed St. Mary River works were
visited. Dr. James' Committee was represented by Dr. J.
B. Chaînes, m.e.i.c, Prof. J. J. O'Neill, m.e.i.c, and Prof.
L. C. March. Members of your Committee were invited to
present their views and at the various sessions your com-
mittee was well represented.
Respectfully submitted,
G. A. Gaherty, m.e.i.c, Chairman.
COMMITTEE ON ENGINEERING FEATURES
OF CIVIL DEFENCE
The President and Council:
In April, 1942, Professor F. Webster, Deputy Chief
Engineer of the Ministry of Home Security, London,
England, gave a series of lectures in Toronto, under the
auspices of The Engineering Institute of Canada. In May,
the general secretary of the Institute requested the chair-
man of each Branch of the Institute to appoint a Branch
Committee to deal with the local application of the inform-
ation presented at those lectures.
In June, the Committee on Engineering Features of
Civil Defence was set up, to consist of members appointed
by the president of the Institute and of the chairmen of the
Branch Committees appointed under the general secretary's
request. During the year, 21 branches appointed Branch
Committees, one of which is serving two branches. The
personnel of this Committee now consists of 13 members
appointed by the president, G of whom are also Branch
Committee chairmen, and 15 other Branch Committee
chairmen, making a total of 28.
In connection with the engineering features of civil
defence, this Committee has co-operated with the Hon. Dr.
R. J. Manion, Director of Civil Air Raid Precautions, and
the Branch Committees have co-operated with Dr. Manion's
appropriate Provincial A.R.P. Committees and with local
A.R.P. organizations. This Committee, with the hearty
co-operation of the Canadian Engineering Standards Asso-
ciation, has maintained contact with that Association, and
through the Branch Committee chairmen, has acted in an
advisory capacity to the Branch Committees, all with a
view to avoiding duplication of effort.
This Committee has had prepared and Council has had
printed and placed on sale through Headquarters of the
Institute, a 55-page book entitled "Structural Defence
Against Bombing." This reference book on the engineering
features of civil defence as applied to structures has been
well received by engineers and architects.
This Committee, jointly with authorized representatives
of the Royal Architectural Institute of Canada and the
Canadian Construction Association, prepared a memoran-
70
February, 1943 THE ENGINEERING JOURNAL
dum suggesting an organization to cover an essential field
in civil defence not now covered by either Dr. Manion's
A.R.P. organization, or by military organizations. With an
appropriate letter of transmissal dated November 3, 1942,
this memorandum was forwarded to the Prime Minister as
a joint submission over the signatures of the presidents of
these three organizations. It was promptly acknowledged,
but so far no action on it has been reported.
This Committee is continuing its work on specifications
and instructions relative to the engineering features of
civil defence in connection with air raid shelters and the
protection of existing and proposed hotel, apartment, office,
store, plant and other buildings and dwellings, and of the
personnel and equipment in them.
Respectfully submitted,
John E. Armstrong, m.e.i.c, Chairman.
MEMBERSHIP COMMITTEE
The President and Council:
During the past year your Membership Committee made
a careful study of those sections of our By-Laws relating
to the classifications of "Branch Affiliate," "Institute
Affiliate" and "Member". In doing so they gave considera-
tion to the resolutions from Montreal and Toronto Branch
Executives, also, suggestions submitted by officers and
members of the Institute from coast to coast.
The basis of our study was an endeavour to simplify the
procedure and ensure a uniform interpretation of our By-
Laws with regard to the election of Members until more
normal conditions return, when our By-Laws can be revised.
Final recommendation was submitted to Council at its
December 19th meeting in Montreal, and included a memo
to be sent to all Branch Executives, together with a form
to be used in summarizing the qualifications of each
applicant.
Respectfully submitted,
John G. Hall, m.e.i.c, Chairman.
COMMITTEE ON PROFESSIONAL INTERESTS
The President and Council :
The Committee on Professional Interests is glad to report
that during 1942 another definite step forward was taken
towards the goal of Dominion-wide professional solidarity
when, on January 12th, at Saint John, an agreement be-
tween the Institute and the Association of Professional
Engineers of the Province of New Brunswick was con-
summated.
It is the opinion of the Committee that each of the co-
operative agreements that have been entered into to date
affecting the provinces of Nova Scotia, Saskatchewan,
Alberta and New Brunswick is proving its real worth. They
add up to an impressive total and indicate a trend toward
a common membership between the national engineering
society and the provincial registration bodies that should
in time become Dominion- wide.
In the four provinces mentioned, practically all the cor-
porate members of the Institute now enjoy the advantage
of registration.
A draft of a co-operative agreement between the Institute
and the Association of Professional Engineers of the Prov-
ince of Manitoba has been worked out by a joint Manitoba
committee representing both the Institute and the Associa-
tion. The draft has been agreed to in principle by the
Council of the Institute and when approved of by the
officers of the Association will be submitted for forinal en-
dorsation by the Institute as required by Section 78 of
the By-laws.
During the year, preliminary discussions were instituted
by the Montreal Branch looking to a co-operative agree-
ment between the Institute and the Corporation of Pro-
fessional Engineers of Quebec.
As for the provinces of Ontario and British Columbia,
the readiness of the Institute's committee to discuss co-
operation in any form with the efficiently operated regis-
tration bodies is well known.
Respectfully submitted,
J. B. Challies, m.e.i.c, Chairman.
COMMITTEE ON INDUSTRIAL RELATIONS
The President and Council:
At its meeting in Toronto on April 25th, 1942, the Council
of The Engineering Institute of Canada passed a resolution
instructing the president to draw terms of reference for an
Industrial Relations Committee and recommended to Coun-
cil the composition of such a committee. At its meeting in
May, 1942, the Council ratified the recommendations of the
president and a Committee on Industrial Relations was
formed. In selecting the members of this Committee, repre-
sentation was secured from engineers engaged in Industrial
Relations work and the broader field of administration, as
well as from those engaged in presenting courses on this
subject in the three universities of McGill, Queen's and
Toronto.
The first meeting of this committee was held in Toronto
on July 25th, 1942; further meetings have been held Sep-
tember 11th, October 16th, November 25th, 1942, and
January 22nd, 1943.
Naturally, as the subject of industrial relations was new
to the work of the Institute, the Committee has spent a
considerable amount of time in general discussion and in
study of the broad subject as well as in consideration of
the special approach which engineers and the Institute
should make in order to develop constructive suggestions
and a sound programme for the future. As part of its general
programme, it has arranged for the publication in the
Journal of the Institute of articles on industrial relations
and reprints of outstanding articles which have appeared
elsewhere.
In reviewing the general subject, it was early found that
some universities and engineering colleges were teaching
certain phases of industrial relations. Letters were sent to
the universities in Canada and details of the various courses
being taught were gathered together and tabulated. Infor-
mation of this tabulation was sent to the universities with
the recommendation that study be given to the expanding
of the present courses in industrial relations and offering
the assistance of the Committee if they so desired. The
Committee at the present time has a sub-committee work-
ing on a suggested syllabus dealing with a course in industrial
relations, particularly applying to engineering colleges.
Through the co-operation of the Papers Committee, a
letter was sent by that Committee to all branches, recom-
mending that during the session one or more papers dealing
with industrial relations be presented before the Branch
and offering the assistance of this Committee in obtaining
speakers if it was desired. Correspondence has been carried
on with the branches and papers have been presented before
various branches of the Institute and other papers are
scheduled.
At the request of the committee in charge of the Annual
Meeting, this Committee has assumed the responsibility for
one session at the Annual Meeting and has arranged for
Professor Viteles of the University of Pennsylvania and in
charge of Personnel Research of the Philadelphia Electric
Company, to present a paper on "A Scientific Approach to
the Problems of Employee Relations" and Dr. Bryce M.
Stewart, Director of Research, Industrial Relations Coun-
selors, Inc., New York, formerly Deputy Minister, Depart-
ment of Labour for Canada, to speak on "The Role of the
Industrial Relations Executive in Company Management";
arrangements are also being made for thorough discussion
of these subjects.
Your Committee has been greatly encouraged by the
interest shown in this subject and in its activities by many
of the university heads who have been contacted and by
THE ENGINEERING JOURNAL February, 1943
71
many members of the Institute. Progress made by the Com-
mittee since its appointment would indicate that while little
in the way of concrete results can be shown, a good start
has been made and in the subject like the one before it,
hasty action might defeat the whole purpose of its discus-
sions. It is hoped that enough has been done to show the
necessity for such a committee and that future committees
will extend the work that has been started.
Respectfully submitted,
Wills Maclachlan, m.e.i.c, Chairman.
LEGISLATION COMMITTEE
The President and Council:
No legislation affecting the interests of the Engineering
Institute or of the engineering profession in general, came
to the attention of the Committee during 1942. There is
consequently nothing to report.
Respectfully submitted,
John L. Lang, m.e.i.c, Chairman.
COMMITTEE ON THE TRAINING AND WELFARE
OF THE YOUNG ENGINEER
The President and Council:
The Committee on the Training and Welfare of the
Young Engineer asks leave to make its fourth annual
report.
During the year you have asked for reports on several
matters referring especially to the younger members of the
profession. These included —
(a) The continuance of the five Student and Junior
prize competitions; and
(b) The possibility of Government grants-in-aid to
engineering students after the war ends.
Council has taken action on our report on the first, and
it is hoped that competition will be increased in the several
Zones. The second question will require further and con-
tinued study before any definite recommendations can be
offered.
COMPARATIVE STATEMENT OF
For the Year Ended
Revenue
1942 1941
Membership Fees:
Arrears $ 5,049.11 $ 3,557.00
Current 27,563.49 26,686.75
Advance 527.80 569.44
Entrance 2,581.87 1,632.00
$35,722.27 «32,445.19
Publications:
Journal Subscriptions $ 8,263.77 $ 7,698.65
Journal Sales 74.41 36.72
Journal Advertising 18,645.42 15,723.32
$26,983.60 $23,458.69
Income from Investments $ 545.49 $ 505.10
Refund of Hall Expense 500.00 450.00
Sundry Revenue 39.17 102.16
REVENUE AND EXPENDITURE
31st December, 1942
Expenditure
Building Expense: 1942
Property and Water Taxes $ 1,328.98
Fuel 592.53
Insurance 177.85
Light, Gas and Power 363.82
Caretaker's Wages and Services 1.031.00
House Expense and Repairs S47.43
Special Building Repairs — net
Building Fund Reserve 3,500.00
$ 7,841.61
Publications:
Journal Salaries and Expense $20,298.76
Provincial Sales Tax 33.36
Sundry Printing 650.29
$20,982.41
Office Expense:
Salaries $12,912.59
Telegrams, Postage and Excise Stamps. . . 1,152.42
Telephones 667.75
Office Supplies and Stationery 1,353.25
Audit and Legal Fees 325.00
Messenger and Express 1 19.39
Miscellaneous 408.23
Depreciation — Furniture and Fixtures. . . . 364.48
1941
1,995.48
578.68
154.78
339.05
976.00
385.52
3.120.03
$ 7,549.54
$17,639.26
357.34
589.80
$18,586.40
$13,825.79
1,290.12
598.55
1,663.48
315.00
141.54
449.51
368.63
$17,303.11 $18,652.62
Total Revenue for Year $63,790.53 $56,961.14
General Expense:
Annual and Professional Meetings $1,689.73 $ 764.20
Meetings of Council 719.25 292.57
Travelling 734.49 785.83
Branch Stationery 146.33 148.90
Prizes 407.80 350.32
Library Salary and Expense 2,021.62 1,079.49
Interest, Discount and Exchange 168.92 107.4S
Examinations and Certificates Jfi.86 7.82
Webster Lectures— net 996.20
Committee Expenses 590.38 558.02
Advances re Overseas Children 225.00
National Construction Council 100.00 100.00
Sundry Expense 169.28 110.07
7,928.64 4,289.56
Rebates to Branches $ 6,526.20 $ 6,111.03
Total Expenditure 60,581.97 55,189.15
Surplus for Year 3,208.56 1,771.99
$63,790.53 $56,961.14
72
February, 1913 THE ENGINEERING JOUR^ \L
Student Selection and Guidance
The brochure "The Profession of Engineering in Canada"
was printed in February and upwards of 9,000 free copies
have been distributed to all the high schools of all the
provinces of Canada, and to the universities, with instruc-
tion in the English language. In December, through the
generosity of Dr. J. B. Challies and his associates, 5,000 copies
of a French translation were printed. These are being dis-
tributed to all the high schools and classical schools in
Quebec and the other provinces where instruction is in
French.
Branch Student Guidance Committees
These have been set up in 21 of the twenty-five branches.
The personnel in every case is composed of outstanding
members of our profession. This augurs well for the success
of the undertaking. Each of these committees, and also
the Branches which have not yet appointed committees,
have been supplied with information as to the objectives
of our committee, instructions on the approach to students,
copies of "Engineering as a Career" and of the "Manual for
Counsellors," both of the Engineers' Council for Profes-
sional Development, and of the Institute brochure. You
will doubtless be interested in some of the results.
The Halifax Branch, under the leadership of Professor
A. E. Flynn, m.e.i.c, has organized the whole province,
including the Cape Breton Branch district, and District
Vocational Counsellors have been appointed to cover the
forty schools from which the greater number of students
are graduated. The Provincial Science library has pur-
chased books on guidance for the use of these counsellors.
There is definite co-operation evident among all those
interested in engineering education.
The Montreal Branch has given definite leadership in
Quebec Under Jacques Benoit, m.e.i.c. The Quebec, Sague-
nay and Saint Maurice Valley Branches are now co-
operating fully and the issue of the French edition of the
brochure has stimulated interest.
Through the efforts of G. R. Langley, m.e.i.c, chairman
of the Peterborough Branch committee, a general Voca-
tional Guidance Committee was set up by the Peterborough
Board of Education and three members of the Engineering
COMPARATIVE STATEMENT OF ASSETS AND LIABILITIES
As at 31st December, 1942
Liabilities
Assets
Current: 1942
Cash on hand and in bank $ 1,204.97 $
Accounts Receivable $ 4,513.53
Less: Reserve for Doubtful Ac-
counts 95.04 4,418.49
2,500.00
Arrears of Fees — Estimated. . .
Special Funds — Investment Account:
Investments — at Cost 6,282.64
Cash in Savings Accounts. . . . 1,239.69
1941
826.24
3,299.43
2,500.00
Investments — at Cost:
Bonds:
Dominion of Canada,
3%, 1951 $2,500.00
Dominion of Canada,
3%, 1956 5,500.00
Dominion of Canada,
4K%, 1948 96.50
Dominion of Canada,
4}^%, 1958 180.00
Dominion of Canada,
4^%, 1959 4,090.71
Montreal Tramways,
5%, 1951
Montreal Tramways, B,
o%, 1955
Province of Saskatchewan,
5%, 1959
Shares:
Canada Permanent Mort-
gage Corp., 2 shares —
$100.00 each
Montreal Light, Heat and
Power Cons. — 40 shares
N.P.V
950.30
2,199.00
502.50
215.00
324.50
Sundry Advances
Deposit with Postmaster
Prepaid Insurance
Gold Medal
Library — At cost less depreciation
Furniture and Fixtures — At cost less de-
preciation
Land and Buildings— Cost $91,495.22
Less: Depreciation 55,495.22
$ 8,123.46 $ 6,625.67
7,522.33 13,636.35
$16,558.51 $11,058.51
400.00
100.00
200.00
45.00
1,448.13
100.00
100.00
275.00
45.00
1,448.13
3,280.33
3,317.73
36,000.00
36,000.00
$73,677.76 $72,606.39
Current:
Accounts Payable. . .
Rebates to Branches.
Special Funds
Reserve for Building Fund
Reserve for Building Maintenance.
1942
$ 2,674.23
507.30
1941
$2,476.18
479.39
$3,181.53
6,823.45
3,500.00
2,000.00
$ 2,955.57
13,336.60
1,350.00
Surplus Account:
Balance as at 31st December,
1941 $54,964.22
Add: Excess of Revenue over
Expenditure for year as
per Statement attached. .
3,208.56 58,172.78 54,964.22
$73,677.76 $72,606.39
We have audited the books and vouchers of The Engineering Institute of Canada for the year ended 31st December, 1942, and have
received all the information we required. In our opinion the above Statement of Assets and Liabihtes and attached Statement of Revenue and
Expenditure for 1942 are properly drawn up so as to exhibit a true and correct view of the Institute's affairs as at 31st December, 1942, 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, 19th January, 1943. Chartered Accountants.
THE ENGINEERING JOURNAL February, 1943
73
Institute of Canada are members of that committee. The
E.I.C. activities have been extended to other municipalities
in the branch district.
At Toronto, The Engineering Institute of Canada and
the University of Toronto Alumni Guidance Committees
have joined forces to cover all the schools in that city.
Professor R. F. Legget, m.e.i. a, has given this work his
personal attention. The branch holds a successful Students'
Night every year and with more than 1,400 engineering
students at the University of Toronto, this feature will no
doubt be emphasized in the future and help to bring the
students in contact with practicing engineers. The recent
formation of a Junior Section in Toronto should go a long
way toward increasing the interest of the younger engineers
in the affairs of the Institute.
The Border Cities and London Branches have depended
largely on the efforts of individual members to carry out
the guidance programme, with a fair degree of success. The
work at Windsor has been divided between C. G. R.
Armstrong, m.e.i. c, and T. H. Jenkins, m.e.i. a, and many
students have received valuable advice from them. The
London Branch interviews have not been as numerous, but
were equally effective and they extend into the four cities
of the district.
In the Western Provinces committees have been formed
in all the branches except Lethbridge. The principal
activity has been in the Calgary and Saskatchewan
Branches. Unfortunately, Professor H. R. Webb, m.e.i.c,
who had been appointed chairman of the Edmonton Branch
Committee, met a tragic death early last summer.
At Calgary, where student guidance work had been
carried on for a number of years by service clubs in co-
operation with the school board authorities, the Institute
committee is working through the present local organiza-
tion, and under the chairmanship of J. B. deHart, m.e.i.c,
increased activity is expected.
D. A. R. McCannel, m.e.i.c, Chairman of the Saskatche-
wan Branch committee, has organized local committees in
the several cities of the province. The Collegiate Institute
Boards have welcomed these advisors and it is expected
that the coming year will show definite results.
The Winnipeg Branch has been active under the chair-
manship of Professor A. E. Macdonald, m.e.i.c, and they
have adopted a programme embracing the schools of the
city of Winnipeg and of the province of Manitoba. The
committee is ready to supply speakers and it is discussing
the matter of student guidance with the educational
authorities.
Both branches of the Institute in British Columbia have
set up committees and these are co-operating with the
local organizations in presenting the needs for the engineer-
ing profession to interested students.
Programme for 1943
It is evident that several methods of approach may be
adopted in order to present the information which we have
concerning engineering guidance. In some communities,
addresses to student bodies and individual interviews have
been used with very good results. The distribution of the
Institute brochure has brought enquiries from individual
students all over Canada. It is evident that this booklet
alone has brought to the young men sufficient information
to compel them to think seriously of their approach to
further studies. The work of these committees has now
started along a definite course and your committee is sure
that the interest of the branches will increase provided, of
course, the general committee continues its activities.
The circumstances of the war has taken many of our
young engineers from their normal activities and from con-
tacts with the older members of the profession. Some day
these men will return, more experienced, more disciplined
and ready to take their rightful place in the Canadian
professional, economic and social life. To these will be
added the increased number of students graduating from
our universities. What will we have to offer them ? Those
who will return to former employment may not adapt
themselves readily to changed methods and conditions. A
rehabilitation process must be evolved to meet this situa-
tion.
Others will come back to no former employment. We
must associate ourselves with the study of post-war prob-
lems if for no other reason than that we have a moral
obligation to help these men. It is evident not only in
Canada but in the United States, that national and local
governments will be embarking on extensive post-war
reconstruction projects. For this work the young engineer
should be especially trained not only technically but to
handle the administration under a governmental set-up. Other
engineers will be used in industries and ultimately move on
to managerial positions and again, research will require a
greater number of technically trained men who are adapted
to this type of work.
The Professional Training Committee of the Engineers'
Council for Professional Development is preparing a booklet
for distribution to young men, giving a lead in such matters
as have been described. It will be the duty of our com-
mittee to watch the progress, to study the local situations,
and to present concrete proposals to the Institute. It is
our hope that many of the senior members of the Institute
will give some attention to this problem and their advice
will be welcomed.
Respectfully submitted,
Harry F. Bennett, m.e.i.c, Chairman.
LIBRARY AND HOUSE COMMITTEE
The President and Council:
This committee reports as follows for the year 1942:
Owing to the fact that a great deal of building repair
work was done in 1941, repairs were held to absolute essen-
tials during the year. The largest items, outside of minor
routine repairs, being re-roofing the new section of the build-
ing that had been already authorized in 1941 and repairs
to the front entrance steps which will be continued next
spring.
Routine work was handled very efficiently and economic-
ally by the staff.
Library
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:
Books borrowed 40(>
Bibliographies (a total of 29 pages) 22
Photostats furnished :
Negatives 229
Positives 171
Figures 13
Requests for information:
By telephone 779
By letter 373
In person 412
Books presented by publishers for review in the Journal 16
Books presented to the library 13
Proceedings and Transactions 27
Reports (including Standards and Tentative Standards) 373
ARP and Civilian Defence 11
We also acquired material published by the Office of
Civilian Defence, Washington, D.C.
The above figures show an increase in the use of the
library for the past year. It is recommended that a complete
survey of the library be made with a view to removing
74
February, 1943 THE ENGINEERING JOURNAL
obsolete material from the shelves. It might be possible,
for this purpose, to obtain the advice of members of the
Institute well versed in the various branches of engineering.
Publishers of technical books in the United States and
Great Britain should be requested to send review copies of
their new books in acknowledgment of the Book Notes
appearing monthly in the Journal. Thus it would be pos-
sible, at little cost, to provide the library with the newest
books.
Respectfully submitted,
Walter G. Hunt, m.e.i.c, Chairman.
EMPLOYMENT SERVICE
The President and Council:
The marked decrease in the activities of the Employment
Service as shown in the accompanying table is due mainly
to the new legislation of the Wartime Bureau of Technical
Personnel.
1941 1942
Registered members 77 34
Registered non-members 75 45
Number of members advertising for positions 14 19
Replies received from employers 9 48
Vacant positions registered 229 134
Vacancies advertised in the Journal 35 58
Replies received to advertised positions 110 101
Men's records forwarded to prospective
employers 302 35
Men notified of vacancies 306 117
Placements definitely known 71 30
On March 23rd, 1942, the Wartime Bureau of Technical
Personnel was given control over the distribution of tech-
nical manpower. Under these regulations, it became com-
pulsory for our members, along with other technically-
trained persons, to register with the Wartime Bureau if they
had not already done so, and to report to the Bureau if
afterwards they became unemployed or available. The same
regulations make it necessary for the employer to notify
the Bureau of each specific need for technical personnel
and to apply for permission to employ any technically-
trained person.
The effect of these regulations has been an important
decrease in the number of inquiries from employers filed
with our Employment Service Bureau and, correspondingly,
a smaller number of applications for employment from en-
gineers. The additional time thus made available to our
Bureau staff has been well taken up by other activities
which had to be taken care of during the absence of the
general secretary, on loan to the National Selective Service
at Ottawa.
The establishment during the year, by the Wartime
Bureau, of regional offices in Montreal and other centres,
has afforded closer co-ordination of effort between the
Bureau and our Employment Service. Members and other
engineers who have applied to us during the year have
been properly instructed as to the governmental regulations
with which they were expected to comply and have been
directed to the regional offices of the Wartime Bureau.
Useful exchanges of information have been made between
the Ottawa office of the Bureau and our Employment '
Service. Again this year, the Employment Page of the
Journal has been open to members and employers and has
proved of distinct value in establishing contacts.
Assistance has been continued to the armed forces in
recruiting their technical personnel. In this connection, the
assistant general secretary is a member of a committee, in
Military District No. 4, for the selection of potential French
Canadian officers.
Respectfully submitted,
L. Austin Wright, m.e.i.c, General Secretary.
COMMITTEE ON INTERNATIONAL RELATIONS
The President and Council:
Conditions accompanying the war and the generally dis-
turbed state of affairs, have not been conducive to formal
international relations, so that there has been little for the
Committee to do. The intimate contacts between Great
Britain, the United States and Canada, incident to war
contracts and supplies, has, however, greatly strengthened
informal relationships.
As far as the United States is concerned, the Engineers'
Council for Professional Development, on which the
Institute has three members, apart from five others who
are members of its Committee, has kept up connection
between us and them, and some account of the work of
this Council has already appeared in the Journals of the
Societies. Several members of the International Relations
Committee have attended the professional meetings of some
of the American founder societies, and at least one paper
was presented by one of the members in that connection.
One event of unusual importance was the joint meeting,
held at Niagara Falls, Ontario, October 13th to 15th, 1942,
of the American Society of Civil Engineers and The Engin-
eering Institute of Canada. The total attendance was about
400, and many of our members were present at the meet-
ings, and our president and others took a prominent part
therein. Civilian defence of Canada and the United States
was one of the subjects discussed, and members of both
societies were greatly pleased by the spirit of friendship
and good feeling existing between these two adjacent
nations.
The Committee records its profound sorrow over the
recent death of Past-President H. H. Vaughan, one of its
members. Mr. Vaughan had a very close connection with
our own Institute, The American Society of Mechanical
Engineers and the Institution of Mechanical Engineers,
and was in a position to create very harmonious relations
amongst members of the profession in different countries.
He is a distinct loss to the Committee.
Respectfully submitted,
Robert W. Angus, m.e.i.c, Chairman.
COMMITTEE ON DETERIORATION
OF CONCRETE STRUCTURES
The President and Council:
The Committee on Deterioration of Concrete Structures
has nothing to report this year. The members of the Com-
mittee are all busy men and due to war conditions it seems
to me inadvisable to press them in connection with com-
mittee work unless some special problem should come up
which was related to the present emergency.
At the beginning of the year I questioned whether or not
this committee should be continued if it could not be active,
but there is plenty of work for the committee to do in more
favorable times; and I am now inclined to the belief that
we should maintain it in its present form ready to work
actively when the war is over, for at that time there will
be much deferred maintenance to be carried out on concrete
structures and the work of the committee will become of
interest to a great many of the Institute's members.
Respectfully submitted,
R. B. Young, m.e.i.c, Chairman.
PUBLICATION COMMITTEE
The President and Council:
The Publication Committee submits the following report
for the year 1942:
As usual, the principal work of the committee has been
the publication of the Engineering Journal, and we feel
that in spite of the difficult and strenuous times through
which we are passing the standards have been well main-
tained.
THE ENGINEERING JOURNAL February, 1943
75
It is a source of satisfaction to point to the many con-
t ributions the Journal has received from special correspond-
ents overseas. Most of these have been along aeronautical
lines, and our correspondents have been experts in that
Held. Correspondence from members in the United States
has also been an important feature of several numbers of
the Journal. The committee is indeed grateful to these
people for their contributions.
The Institute's membership in the Engineers' Council for
Professional Development has brought to us several excel-
lent papers which appeared simultaneously in the publica-
tions of all the societies making up the membership of the
Engineers' Council. These articles all related to the profes-
sional and ethical side of engineering.
Several excellent papers have been submitted to the com-
mittee for which publication was denied because the censors
failed to give approval.
An important publication for the year was the French
translation of the booklet "The Profession of Engineer-
ing in Canada." The English version was printed last year.
This publication and translation was carried on under the
auspices of the Committee on the Training and Welfare of
the Young Engineer, but it also received the approval of
the Publication Committee. The Institute is much indebted
to Messrs. Huet Massue and H. Gaudefroy for their assist-
ance in preparing an excellent translation.
Another publication which has entailed a lot of work
and expense was the printing of the notes of Professor Fred
Webster's lectures on "Structural Defence Against Bomb-
ing." Since the original confidential notes were printed, an
abridged edition has been published which has already gone
into the second printing. The work associated with these
publications was very largely attended to by the Institute's
Committee on the Engineering Features of Civil Defence,
and the Publication Committee is glad to take this oppor-
tunity to acknowledge the excellent work of that Com-
mittee.
Although it involves no work for the Publication Com-
mittee, it is interesting to report that the advertising portion
of the Journal continues to operate on a quite satisfactory
basis. The volume of advertising is being well sustained.
In May of 1943, the Engineering Journal will celebrate
its 25th Anniversary. It is proposed to fittingly acknowledge
this anniversary by means of a special number.
Respectfully submitted,
C. K. McLeod, m.e.i.c, Chairman.
PAPERS COMMITTEE
The President and Council:
The Papers Committee has not accomplished as much
during the year as it had hoped to do. The war work under-
taken by the various members is restricting most other
activities. However, some meetings have been arranged, and
the following is a brief outline.
Harry F. Bennett of London, Ontario, chairman of the
Institute's Committee on the Training and Welfare of the
Young Engineer, made a tour of all the four maritime prov-
inces early in the year. These meetings were well attended
and his visit was very much appreciated.
Professor Fred Webster, deputy chief engineer, Ministry
of Home Security, London, England, visited seven branches,
Halifax, Saguenay, Montreal, Ottawa, Toronto, Vancouver,
and Victoria. His topic was "The Structural Features of
Defence Against Bombing."
The committee would like to emphasize the value of re-
gional meetings of Council. Such meetings promote co-oper-
ation between engineers, and are stimulus to closer rela-
tionship between branches, inasmuch as they bring together
officers of the Institute and councillors from all branches in
the zone.
A perusal of the reports of branches indicates that the
papers through the year have been of a high standard. The
committee believes that assistance to branches could be
extended by a better supply of motion picture films as well
as papers.
It is encouraging to see that the officers and members
of the Institute are developing the practice of visiting
branches when, for business or other reasons, they travel
in different parts of Canada.
Respectfully submitted,
James A. Vance, 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 16th, 1943, and the fol-
lowing awards were made:
H. N. Ruttan Prize (Western Provinces). No papers
received.
John Galbraith Prize (Province of Ontario), to Robert
J. G. Schofield, jr. e. i.e., for his paper"Cotton Yarn Dyeing."
Phelps Johnson Prize (Province of Quebec — English), to
Paul O. Freeman, s.e.i.c, for his paper "Cold Rivetting —
Its Principles, Procedure and Advantages".
Ernest Marceau Prize (Province of Quebec — French), to
René Dansereau, s.e.i.c, for his paper "Etude comparative
de la construction, par la rivure et par soudure, d'un pont-
route en acier."
Martin Murphy Prize (Maritime Provinces). No papers
received.
GZOWSKI MEDAL COMMITTEE
The President and Council:
It is the unanimous recommendation of your Committee
that the Gzowski Medal for the year 1942 be awarded to
Dr. S. D. Lash, m.e.i.c, for his paper, "Notes on the
Analysis and Design of Rectangular Reinforced Concrete
Slabs Supported on Four Sides," as published in the Sep-
tember, 1941, issue of the Journal.
Respectfully submitted,
H. V. Anderson, m.e.i.c, Chairman
DUGGAN MEDAL AND PRIZE COMMITTEE
The President and Council:
Your Committee, consisting of Messrs. J. M. Fleming
and R. C. Flitton together with the writer, has examined
carefully a number of papers presented to the Institute
during the year ending June 30, 1942 which appeared to
meet the conditions prescribed for this award.
Having reached a unanimous decision, the members of
your Committee would recommend that the award be made
to J. H. Maude, m.e.i.c, for his paper, "The New Oil-
Hydraulic Press in Munitions Manufacture," as published
in the February, 1942 issue of the Journal.
Among other papers of outstanding interest, your Com-
mittee would like to mention the paper by Howard
Johnson, m.e.i.c, on "Shipyard Production Methods," and
W. F. Drysdale's paper on "The Manufacture of the 25-
Pounder in Canada."
Respectfully submitted,
John T. Farmer,
M.E.I.C, Chairman.
PLUMMER MEDAL COMMITTEE
The President and Council :
Your Committee has considered the papers presented
during the prize year, July, 1941 to June, 1942, and recom-
mends that the Plummer Medal for 1942 be awarded to
Professor E. A. Allcut, m.e.i.c, for his paper, "Producer
Gas for Motor Transport," as published in the April, 1942
issue of the Journal.
Respectfully submitted,
C. R, Whittemore, m.e.i.c, Chairman.
76
February, 1943 THE ENGINEERING JOURNAL
LEONARD MEDAL COMMITTEE
The President and Council:
Among the papers submitted for consideration for the
Leonard Medal award there are several considered b3r your
Committee to be of a high standard, and it has not been
easy to differentiate in making a selection for the award.
However, a substantial majority of the Committee approves
for first place, the paper entitled, "The Ore Deposits of
Nickel Plate Mountain, Hedley, B.C." by Paul Billingsley
and C. B. Hume, as published in the October, 1941 issue
of The Canadian Mining and Metallurgical Bulletin and
your Committee therefore recommends this paper for the
award.
Respectfully submitted,
John McLeish, m.e.i.c, Chairman.
JULIAN C. SMITH MEDAL COMMITTEE
Carrying out the instructions pertaining to the award
of the Julian C. Smith Medal for 1942, the special com-
mittee consisting of Past Presidents Hogg, Mackenzie, and
myself has made a selection of names.
The regulations pertaining to the medal require this com-
mittee to select not more than two names from the nomi-
nations and that these names shall be submitted by open
letter ballot to all Councillors not later than October 1st
of each year. The two names that have been selected are
the following:
Dr. H. G. Acres, Consulting Engineer, Niagara Falls, Ont.
Mr. R. M. Smith, Deputy Minister of Ontario.
Respectfully submitted,
C. R. Young, m.e.i.c, President.
NOMINATING COMMITTEE
Chairman: G. A. Vandervoort
Branch ■ Representative
Border Cities C. G. R. Armstrong
Calgary F. K. Beach
Cape Breton J. R. Morrison
Edmonton J. Garrett
Halifax LP. Macnab
Hamilton A. Love
Kingston H. W. Harkness
Lakehead E. L. Goodall
Lethbridge N. H. Bradley
London F. T. Julian
Moncton H. W. McKiel
Montreal E. R. Smallhorn
Niagara Peninsula A. L. McPhail
Ottawa W. H. Munro
Peterborough W. T. Fanjoy
Quebec A. 0. Dufresne
Saguenay S.J. Fisher
Saint John V. S. Chesnut
Saskatchewan H. R. MacKenzie
Sault Ste Marie L. R. Brown
St. Maurice Valley M. Eaton
Toronto Wm. Storrie
Vancouver W. O. Scott
Victoria S. H. Frame
Winnipeg H. L. Briggs
THE ENGINEERING JOURNAL February, 1943
77
Abstracts of Reports from Branches
BORDER CITIES BRANCH
The Executive Committee held nine meetings during the
year for the transaction of branch business.
During the year, the Executive appointed two very
important committees which have functioned in such a
way as to greatly increase the usefulness of the Engineering
Institute to the community at large.
Mr. C. G. R. Armstrong was appointed chairman of the
Branch Committee on Student Guidance and Counselling
and has been very active in this connection. His report
shows that the response to his efforts has been very gratify-
ing.
Mr. P. E. Adams has been appointed chairman of the
Branch Committee on Structural Defence Against Bombing.
The members of the committee are drawn from those who
attended Professor Webster's lectures in Toronto on April
22nd, 23rd and 24th. This committee will become of
increasing value to the public as its activities become more
widely known and deserves the hearty support of all
Institute members.
Seven Branch meetings were held during the year,
including the Annual Meeting, and the joint meeting with
the A.S.M.E. of Detroit, at which our president, Dean
Young, presided.
The meetings held were as follows, attendance being
shown in brackets.
Feb. 20 — Mr. James N. Livermore, of the Engineering Department
of the Detroit Edison Company, spoke on The Adapt-
ation of Air Conditioning to an Existing Office
Building (37).
Mar. 13 — Mr. Warren C. Miller, of St. Thomas, president of the
Association of Professional Engineers of Ontario, spoke
on The Work of The Associations of Professional
Engineers. (35).
April 10 — Mr. A. E. Davison, transmission engineer of the Hydro
Electric Power Commission of Ontario, presented a paper
on 220 Kilovolt Lines in Ontario 1941 (44).
May 22 — The speaker was Mr. W. H. Furlong, chairman of the Board
of the Sandwich, Windsor and Amherstburg Railway,
who spoke on Canada's War Effort as shared by the
S.W. & A. (26).
Oct. 16 — This dinner was held in honour of the president of the
E.I.C., Dean C. R. Young, of Toronto, and the president
of the A.S.M.E., Mr. J. W. Parker, of Detroit. The
meeting was attended by members of the Detroit section
of the A.S.M.E. (100).
Nov. 27 — Mr. W. R. Stickney, of the Canadian Bridge Company of
Windsor, spoke on Electric Arc Welding (33).
Dec. 11 — The Annual Meeting and election of officers. Mr. T. H-
Jenkins, designing engineer of the Grand Trunk Western
Railway, spoke on Wartime Railroad Transportation.
(21).
We record with regret the passing of three of the Branch's
charter members: Messrs. J. E. Porter, F. H. Kester and
W. H. Baltzell.
CALGARY BRANCH
The following report covers the activities of the Branch
for the year 1942. Attendances are shown in brackets:
Jan. 12 — Anglo-American Responsibilities, by Mr. Max Ball.
(100).
Jan. 29 — Programme in charge of and convened by Juniors and
Students. Mr. B. A. Monkman spoke on The Minne-
wanka Lake Power Project. Motion Pictures — Manu-
facture of Army Vehicles, courtesy of the Ford Motor
Company (47).
Feb. 12 — Motion Pictures — Rainbows in the Rockies. Commentary
by Mr. V. A. Newhall. Copper Mining in Arizona,
courtesy of Mr. Gaddis, of Canada Wire & Cable Com-
pany (44).
Feb. 26 — Motion Picture — Construction of the Hydro Plant near
Yellowknife, N.W.T., Commentary by Mr. A. G. Ben-
nett of Bennett and White Construction Company (47).
Mar. 14 — Annual Meeting, following luncheon (31).
Note — For Membership and Financial
Statements see pages 82 and 83
April 10 — Dean C. R. Young, president of The Engineering Institute
of Canada, visited the Branch; following the President's
talk, lunch was served (76).
July 29 — Effects of Aerial Bombing, by Professor I. F. Morrison.
(50).
Sept. 25 — Mr. C. A. Price on Recent Electrical Developments.
Motion Pictures — Arc Welding, courtesy Canadian
General Electric (109).
Oct. 28 — Mr. S. N. Green on History of Aircraft Construction
over the Past Thirty Years (44).
Nov. 12— The Edmonton Power Plant, by Mr. R. R. Couper (38).
Nov. 26 — Mr. James Fowler spoke on The History and Scope of
The Provincial Institute of Technology, and its
Function in Relation to the War Emergency Pro-
gramme (25).
Dec. 10 — Showing of coloured pictures, The Flora of the West,
Commentary by Mr. McAlla. This was our annual Ladies'
Night. Luncheon was served following lecture (82).
During the year the Branch Executive Committee met
nine times.
CAPE BRETON BRANCH
During the year the branch held three meetings, the
first on The St. Lawrence Waterway and The Young
Engineer at which Mr. H. F. Bennett was the speaker;
the second on Air Raid Precautions and Civil Defence
by Messrs. Ira McNab and G. Clarke.
The third meeting was a dinner in honour of the visit
of the presidential party in August, the speakers being the
members of the party and several local representatives of
industry.
EDMONTON BRANCH
During the year 1942 there has been a large influx of
American engineers to Edmonton; invitations have been
given to these to attend our regular meetings and interesting
additions to our discussions have been obtained thereby.
In order to meet these engineers from the U.S.A., the
Branch held a reception or cocktail party on November 6th
which was attended by 31 Canadians and 25 American
guests. The Americans responded by inviting our members
to a similar party in December.
The following is a summary of our regular meetings with
attendances shown in brackets. Except for the July meet-
ing, these were all preceded by a dinner.
Jan. 21 — Geophysical Methods of Oil Exploration by W. H.
Gibson of the McColl-Frontenac Oil Co. (40).
Feb. 24 — The Cascade Power Development by B. A. Monkman,
Field Engineer for the Calgary Power Company (50).
Mar. 27 — Chemicals and the War Effort by Dr. E. H. Boomer of
the Department of Chemistry at the University of
Alberta (43). Election of Branch Officers for the 1942-43
Session took place at this meeting (43).
April 9 — Dean C. R. Young, president of the E.I.C. visited the
Branch and gave an interesting and instructive address
on the work being done by the Institute (37).
July 20 — Prof. I. F. Morrison, one of the Edmonton Branch's dele-
gates to the Webster lectures spoke on The Effects of
Aerial Bombing (35).
Nov. 13 — Development of Natural Resources in Relationship to
the Railways by G. M. Hutt, Assistant Development
Commissioner of the C.P.R. (32).
Dec. 9 — The Work of Ducks Unlimited in Canada by G. R.
Fanset, Chief Engineer of Ducks Unlimited Canada (38).
HAMILTON BRANCH
The Executive Committee held nine business meetings
with an average attendance of seven members. The figures
in the brackets show the attendance at the meetings of the
Branch.
78
February, 1943 THE ENGINEERING JOURNAL
Jan. 9 — The Annual Business Meeting and Banquet was held at
the Royal Connaught Hotel. The guest speaker, Professor
E. A. Allcut, University of Toronto, spoke on Sub-
stitute Fuels for Gasoline. President C. J. Mackenzie
and the general secretary, L. Austin Wright were present
and each addressed the gathering. W. A. T. Gilmour
closed the meeting by introducing the new chairman,
Stanley Shupe who replied in a few words.
Feb. 10 — Hardening by Induction, by Dr. H. B. Osborne, Jr.,
research and development engineer, Tocco Division, Ohio
Crankshaft Company. This was a joint meeting with
American Society of Metals (Ontario Chapter) also the
American Institute of Electrical Engineers (Hamilton
Group) and was held in the Westinghouse Auditorium.
(135).
Mar. 20 — Cotton Yarn Dyeing, by R. J. G. Schofield, Jr. E. i.e.,
The Application of Electric Drive to Machine Tools,
by Andrew M. Swan, s.e.i.c, and A History of Water
Power Development on the Saguenay River, by K.
R. Knights, s.e.i.c.
This was the annual Junior and Student night and the
three contestants submitted excellent papers. After the
contest, Chancellor G. P. Gilmour, as our guest speaker
gave a most interesting address entitled Useful and
Useless Learning (62).
Mar. 31 — Essential Air Raid Precautions, by E. Arthur Pinto,
M.E.i.c, at the Delta Collegiate Auditorium, when the
following were our guests; Hamilton Civil Guard, under
the command of Lieut. Col. H. S. Robinson; Officers and
men of the Army Trades School, under the command of
Col. White, m.e.i.c; Auxiliary Firemen and A. R. P.
workers under the command of Major Wilson and the
Women's Auxiliary Defence Corps and Band, under the
command of Brigadier Molly Mockler. Cash prizes were
awarded to A. M. Swan and R. J. G. Schofield who had
been judged the winners of the contest of the previous
meeting (1121).
April 10 — Trends in Design of A. C. Generators, by C. M. Laffoon,
Manager, A. C. generator engineers, Westinghouse Elec-
tric and Mfg. Company, Pittsburgh. This was a joint
meeting with the A.I.E.E. (Hamilton Group) and was
held in the Westinghouse Auditorium (176).
May 5 — Magnesium: Lightest Commercial Metal, by Dr. L.
M. Pigeon, Metallurgist, Dominion Magnesium Com-
pany, located at Halleys. This meeting was held at
McMaster University (48).
June 23 — Welding and War, by E. W. P. Smith, b.sc.e., consulting
engineer,1 The Lincoln Electric Company, Cleveland,
Ohio. This meeting was a joint meeting with the Niagara
District Electric Club and was held in McMaster Univer-
sity (96).
May 16 — Insulation and Condensation in Buildings, by W. W.
Cullen, chief engineer of insulation, H. W. Johns-Manville
Company, New York. This was a joint meeting with
the Hamilton Chapter, Ontario Association of Architects
and Geo. T. Evans, m.r.a.i.c, president of the local
Chapter conducted the meeting as chairman (38).
Aug. 7 — Official opening of the Shand Dam, near Fergus, Ontario,
was conducted by Premier Mitchell Hepburn who gave
an important address to the engineers, contractors, dis-
tinguished guests and public gathered to witness this
ceremony. Executive members of the Hamilton Branch
attended as guests of the management.
Oct. 6 — P. P.C. Street Railway Cars, by J. A. M. Galilee, Assistant
Advertising Manager, and L. A. Shaver, control engineer,
both of the Can. Westinghouse Company. This was a
joint meeting with the Hamilton Group of the A.I.E.E.
(150).
Nov. 18 — Air Bombing and Structural Defence, by D. C. Ten-
nant, m.e.i.c, engineer, Ontario division, Dominion
Bridge Company. Meeting was held at McMaster Uni-
versity (63).
The main activities of the year have been the formation
of a branch committee on Engineering Features of Civil
Defence and the participation in the work of the Hamilton
Council of Adult Education Agencies.
Some surveys and reports have been made in connection
with the civil defence effort but the public does not appear
to feel the need for proper precautions in case of actual
danger.
The matter of adult education was promoted by Professor
C. H. Stearn of McMaster University and the Branch took
part in this work from its inception and it is hoped and
expected that we may be of use to this new organization.
In response to the request of the Vocational Guidance
Department of the Hamilton Y.M.C.A., for volunteers from
a number of professional societies to participate in an
experimental project to determine if there were any per-
sonality differences between occupations on the professional
level, a number of members of the Branch volunteered.
The test chosen for this experimental project was the
Rorschach Psychodiagnestic Group method. The branch
was later informed of the result.
HALIFAX BRANCH
During the year, four regular dinner meetings, one even-
ing meeting, and two special dinner meetings, were held,
all of which were found to be interesting and enjoyed by
those present. These meetings were as follows:
Feb. 27 — Mr. H. F. Bennett, of the London, Ontario Branch, and
chairman of the Institute Committee on the Young
Engineer. His subject was The Engineer of To-mor-
row.
Mar. 11 — Prof. F. Webster, a member of the Research Experimental
Staff of the Ministry of Home Security, London, England.
He spoke to us on Engineering Features of Civil
Defence.
Mar. 20 — A moving picture was shown in the Nova Scotia Technical
College Assembly Hall on Photoelastic Stress Analysis,
prepared by Prof. A. E. MacDonald, of Engineering,
University of Manitoba.
April 23 — Dr. Allen E. Cameron, Deputy Minister of Mines for the
Province of Nova Scotia. His subject was, The Develop-
ment of Nova Scotia Resources.
Aug. 7 — On this occasion we were privileged to be visited by the
president of the Engineering Institute of Canada, the
vice-presidents for Ontario, Quebec, and the Maritime
provinces, the general secretary, and the assistant general
secretary. During the morning a regional council meeting
was held which was well attended. In the afternoon, a
very pleasant trip on the harbour was arranged through
the courtesy of His Majesty's Canadian Navy, through
the good offices of Rear Admiral G. C. Jones. In the
evening, a dinner was held in honour of the President,
at which the President was the guest speaker; his subject
being, The Institute and the Engineering Profession.
Oct. 22 — Mr. J. R. Sutherland, Editor of The Evening News, New
Glasgow, whose address dealt with a six week's visit
which he has just made to the British Isles.
Nov. 19 — Mr. D. B. Lindsay, Manager, Clark Ruse Aircraft Ltd.
His subject was, Aircraft, Overhaul and Repair for
the R.C.A.F.
During the year, the executive held ten meetings, at
which ordinary routine business was transacted.
Since the last annual meeting, the Halifax Branch has
become one of the "Big Four" and is now privileged to be
represented by two councillors. The executive recommended
to Headquarters that Mr. J. R. Kaye, be appointed as a
second councillor from this branch, and his appointment
was unanimously confirmed by Headquarters. Mr. Kaye
was also appointed the representative of the Halifax Branch
on the Joint Finance Committee of the Halifax Branch of
the Engineering Institute of Canada, and the Association
of Professional Engineers of Nova Scotia.
Two special committees have been set up by the execu-
tive, they being the Committee on Engineering Features of
Civil Defence, with Mr. Ira P. Macnab as chairman, and
the Committee on the Guidance and Welfare of Young-
Engineers, of which Prof. A. E. Flynn, was appointed
chairman.
The chairman was also asked to appoint a committee to»
co-operate with the local committee on post-war recon-
struction, of whom the local chairman is Mr. Fred Alport.
It was decided that the executive as a whole, would act as
a committee.
KINGSTON BRANCH
The following meetings were held by the Branch this year:
Mar. 20 — A very interesting address on Aircraft in War was given
by Wing-Commander Morgan Keddie of the Norman
Rogers Training School at a meeting held at the Bad-
minton Club.
Nov. 10 — Guest speaker at the opening meeting of the winter pro-
gramme was Professor J. C. Cameron, Head of the
Industrial Relations Section at Queen's University.
THE ENGINEERING JOURNAL February, 1943
79
Dec. 8 — A special meeting was held at the LaSalle Hotel to welcome
the president. Dean C. R. Young of the University of
Toronto. Mr. K, M. Winslow, chairman of the Branch,
presided and Dean Young was introduced by Col. Le Roy
Grant.
LAKEHEAD BRANCH
The following meetings were held by the Branch this year:
Jan. 14 — Mr. Z. Kryzwoblocki of the Canadian Car and Foundry
Co. Ltd., Fort William, gave an address on The Rocket
Wing-Bomb and Rocket Torpedo.
Feb. 13 — The Annual Dance of the Lakehead Branch was held in
the Norman Room of the Royal Edward Hotel in Fort
William.
April 4 — A special dinner meeting was held in the Prince Arthur
Hotel, Port Arthur, to welcome the president of the
Institute, Dean C. R. Young.
June 10 — The annual dinner meeting of the Lakehead Branch was
held at the Port Arthur Golf and Country Club.
Nov. 11 — Iron Ore Occurrences in the Lake Superior District
was the subject of an address given by Mr. Jules J. Cross,
M.E., well-known engineer of Port Arthur and discoverer
of the great hematite ore body at Steep Rock Lake near
Atikokan, Ontario.
LETHBRIDGE BRANCH
During the year 1942, the following meetings were held:
Jan. 31 — Joint dinner meeting at the Marquis Hotel with the Asso-
ciation of Professional Engineers of Alberta. Wing-
Comdr. Jones spoke on Bombing and Gunnery Train-
ing (49).
April 8 — Annual meeting and election of new officers.
April 11 — Afternoon meeting in the Marquis Hotel to welcome the
president of the Institute, Dean C. R. Young.
Three executive meetings were also held during the year
with an average attendance of six.
LONDON BRANCH
During the year 1942, the executive held seven business
meetings. Eight regular and special meetings were held as
follows. Attendance is given in brackets.
Jan. 21 — Annual meeting and election of officers held at the Grange
Tea Rooms, London. The Rise of The University, by
Dr. Floyd Maine, of the University of Western Ontario.
(35).
Feb. 27 — Regular Meeting held in the Officers Mess, Talbot Street
Armouries, London, Madawaska Development, by
Otto Holden, M.E.I. c, Chief Hydraulic Engineer, Hydro
Electric Power Commission of Ontario (45).
Mar. 18 — Regular Meeting held in the Officers Mess, Talbot Street
Armouries, London. Drainage Systems, by Geo. A.
McCubbin, m.e.i.c, Drainage Engineer, Chatham, Ont.
(35).
April 21 — Regular Meeting held in Board Room, Public Utilities
Commission, London, F. T. Julian, m.e.i.c, Branch
Chairman, Report of Annual Meeting and Institute
Affairs (28).
May 21 — Special Dinner Meeting. Complimentary Dinner to Warren
C. Miller, m.e.i.c, President of the Professional Engineers
of Ontario. Held at the London Hunt & Country Club.
(35).
Sept. 25 — Regular Meeting held in the Board Room of the Public
Utilities Commission, London, Dr. A. E. Barry, m.e.i.c,
Director of Public Health, Toronto, Some Changing
Concepts in Public Health Engineering.
Nov. 4 — Regular Meeting held in the Board Room of the Board of
Education, City Hall, London. The Effect of Bombing
on Structures, by H. F. Bennett, m.e.i.c, District
Engineer, Dept. Public Works, London (70).
Dec. 2 — Special Supper Meeting for President C. R. Young at Hotel
London, followed by a regular meeting in the Williams
Memorial Library (35).
MONCTON BRANCH
The Executive held six meetings during the year. Seven
meetings of the branch were held, at which addresses were
given and business transacted as follows:
Feb. 25 — A meeting was held in the City Hall. H. F. Bennett, b.sc,
District Engineer, Department of Public Works, London,
Ont., gave an address on The Great Lakes System.
Mar. 24 — A meeting was held in the City Hall. Films dealing with
Photoelastic Stress Analysis were shown. C. S. G.
Rogers gave a running commentary.
June 1 — A dinner meeting was held in the Brunswick Hotel. H.
Franklin Ryan, b.sc, General Electric Co., Halifax, N.S.,
gave an address on Plastics. Mr. Ryan placed on display
numerous samples, and his remarks were illustrated by
slides. Nominations for branch officers for 1942-43 were
made at this meeting.
June 29 — The annual meeting was held on this date.
Aug. 3 — A dinner meeting was held in the Y.M.C.A. The guest
speaker was Dean C. R. Young, president of the Engineer-
ing Institute of Canada. Addresses were also given by
Vice-President K. M. Cameron and Assistant General
Secretary Louis Trudel.
Nov. 11 — A combined meeting of Moncton Branch and the Engineer-
ing Society of Mount Allison was held in the Science
Building, Mount Allison University, Sackville. A film
entitled The Inside of Arc Welding was shown.
Nov. 12 — A meeting was held in the City Hall, at which the film
The Inside of Arc Welding was shown.
MONTREAL BRANCH
The outstanding event of the year was the fifty-sixth
Annual General and Professional Meeting. With a regis-
tration of over 1,000, it was a complete success. The Insti-
tute was fortunate in being able to greet Lieutenant General
and Mrs. A. G. L. McNaughton at the Annual Dinner. The
General Committee on arrangements was under the able
chairmanship of Mr. Walter G Hunt. The Executive Com-
mittee is much indebted to the various chairman and
members of the sub-committees who were responsible for
this most successful meeting.
Papers and Meetings Committee
(Chairman — C. A. Peachey)
Eight meetings of the Committee were held during the
year and in spite of the war little difficulty was experienced
in filling the autumn programme. The spring programme
(1943), however, was more difficult to complete.
A feature of the year was the special meeting held to
hear Professor F. Webster of England, lecture on the effects
of bombings on structures.
As usual the annual plant visit was a decided success.
About 350 members visited the plant of the Dominion
Bridge Co. and were tendered a reception by the officials
of the company.
Previous to his paper on Industrial Democracy and
Its Survival, delivered before the Branch on November 5,
Mr. P. Ackerman gave a course of five lectures which were
attended by several members as a preparation to discuss
the subject at the meeting.
It may be said that the meetings were, in general, excep-
tionally well attended, especially during the fall, as shown
by the figures given in brackets in the following list of
papers delivered during the calendar year of 1942 :
Jan. 8 — Shipyard Production Methods — An Outline of Building
Operations for Steel Vessels, by Howard Johnson (185).
Jan. 15 — Annual Meeting of the Branch (140).
Jan. 22 — The Problems Encountered in Erecting Canada's
First Directive Broadcast Station, by E. O. Swan (70).
Jan. 29 — Airplane Transport Design, by John T. Dyment, m.e.i.c.
(90).
Feb. 5 & 6 — Annual General and Professional Meeting.
Feb. 12 — Photoelastic Stress Analysis, by C. G. Axworthy (130).
Feb. 19— Plates in Shipbuilding, by W. B. McCreery (80).
Feb. 26 — Subcontracting in Canada's Munition Industries, by
F. L. Jeckell (75).
Mar. 5— Synthetic Rubber, by Dr. R. S. Jane (215).
Mar. 12— An Engineer Looks at Music, by S. T. Fisher, Jr.E.i.c.
(140).
Mar. 19 — The Modernization of a Puerto Rico Electric Gen-
erating Station, by John T. Farmer, m.e.i.c. and E. A.
Goodwin, m.e.i.c. (55).
Mar. 26 — Blackouts and Protective Lighting, by Samuel G.
Hibben (150).
April 9 — The Electron Microscope, by Dr. D. A. Keys (160).
April 28 — Effects of Bombings on Structures, by Professor F.
Webster (175).
80
February, 1943 THE ENGINEERING JOURNAL
Oct. 8 — Aquifers and Water Wells, by J. W. Simard, m.e.i.c.
(175).
Oct. 15 — Air Power Theories and Aviation Progress in Reality,
by Z. Krzywoblocki (145).
Oct. 22 — Engineering Aspects of Air Bombing and Structural
Defence, by D. C. Tennant, m.e.i.c. (200).
Oct. 29— Plant Visit— Dominion Bridge Co. Ltd. (350).
Nov. 5 — Industrial Democracy and Its Survival, by P. Acker-
man, M.E.I.C. (175).
Nov. 12 — Ventilating Buildings Manufacturing War Equip-
ment, by H. E. Ziel (125).
Nov. 19— Annual Student Night (165).
Nov. 26 — Manpower Control and Employer-Employee Rela-
tions, by L. Austin Wright, m.e.i.c. and Douglas B.
Chant (200).
Dec. 3 — Design, Manufacture and Installation of 120 KV Oil-
Filled Cables in Canada, by 0. W. Titus and D. M.
Farnham (110).
Dec. 10 — Mechanization and Modern Military Tactics, by Capt.
A. C. Rayment, m.e.i.c. (80).
Junior Section
(Chairman — J. E. Hurtubise)
The activities of the Junior Section have been somewhat
curtailed this year; all the papers that were arranged for
the spring session had to be cancelled because the authors
had either joined the army or were too busy with war work.
The attendance at the meetings was smaller than usual for
the same reasons.
Mr. Graham Wanless, who was Branch News Editor and
a member of the executive of the Junior Section resigned
when he joined the staff of National Research Council.
His departure for Ottawa deprives the Branch of his
valuable services.
The Student Night, which took place on November 19,
was very successful. Mr. P. E. Salvas of Ecole Polytechnique
took the first prize with an interesting talk on the "Launch-
ing of Ships," and Messrs. Maclure and G. Bisaillon were
awarded second prizes for original papers on "Introduction
to Wooden Shipbuilding" and "Long Range Cruising Con-
trol" respectively.
Mr. W. G. Hunt addressed the McGill students and Mr.
L. Trudel the students of Ecole Polytechnique with regard
to enrolment in the Junior section of the Institute explaining
the advantage to be gained. The results of their talk have
been most gratifying.
The following is a list of the Junior Section meetings
with the attendance given in brackets:
Jan. 26 — Annual Meeting — Mr. Jean Flahault, s.e.i.c, spoke on
Some Engineering Aspects of the German Army.
(83).
Feb. 16 — Nomography, by A. Looker, s.e.i.c. (14).
Mar. 16 — The Experimental Study of Stress, by Raymond A.
Frigon, m.sc, s.e.i.c. (18).
Mar. 30 — Modern Trends in the Maintenance of Lubricating
Oil, by Bruce M. Scriver, s.e.i.c. (15).
April 13 — Some Mechanical Properties of Rubber, by Graham
G. Wanless, Jr. e. i.e. (24).
Oct. 19 — Opening Night, the secretary of the Branch, Mr. L. A.
Duchastel, gave a short talk, replacing the chairman,
Mr. J. A. Lalonde who was unable to attend (70).
Nov. 19 — Student Night. Design and Production of Marine En-
gines, by R. A. Ritchie (McGill); Launching of Ships,
by P. E. Salvas (Ecole Polytechnique); Introduction
to Wooden Shipbuilding, by J. H. Maclure (McGill);
Long Range Cruising Control, by G. Bisaillon (Ecole
Polytechnique) (160).
Membership Committee
(Chairman — Henri Gaudefroy)
The Executive Committee was called upon to approve a
recommendation that no more Branch affiliates be admitted.
After a careful study, a motion to that effect was passed
and approved at the November meeting.
No further Branch affiliates will therefore be accepted by
the Montreal Branch. It was also recommended that the
present ones who do not pay their fees regularly be auto-
matically dropped.
It has been observed that although many students of
L'Ecole Polytechnique belonged to the Institute, there was
a lack of participation by senior graduates. It was decided
to ask the Membership Committee to organize a campaign
with a view to obtaining their adherence.
A group of eighteen members were assembled to carry
out the work and a total of 175 circular letters were issued
to prospective members. The group contacted 87 of these
persons during the year but so far only 8 new applications
have been received ; however, it is expected that if the work
is carried out next year, there are good possibilities that at
least 44 new members should be enlisted.
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.
HONORARY MEMBER— Dr. Frank Dawson Adams
MEMBERS
Archibald Fullarton Byers
Kenneth Thomas Cregeen
John Maurice Evans
Lyall Radcliffe McCurdy
John Palmer
Leonard Ernest Schlemm
Charles Rowlatt Townsend
Henry Hague Vaughan
Reception and Entertainment Committee
(Chairman — M. S. MacGillivray)
Refreshments were served at the Annual Meeting and
the opening fall meetings of the Branch and of the Junior
Section and also at the Student Night. Out-of-town speakers
were entertained by members of the Papers and Meetings
Committee as it was decided last year to suspend regular
courtesy dinners for the duration. The Branch Smoker was
held as part of the entertainment provided by Mr. W. W.
Timmins and members of his Committee during the Annual
Meeting of the Institute. A record attendance of 794 was
established.
Committee on Provincial Professional Interests
(Chairman — J. A. , Lalonde)
In view of the progress being made in several provinces
towards closer co-operation between the Institute and the
provincial professional associations, this committee con-
tinued this year to explore the possibilities in this province.
Several meetings were held between February and June,
at which the agreements passed in four other provinces
were closely studied, and a draft of a proposed agreement
between the Institute and the Corporation of Professional
Engineers of Quebec was drawn up. This draft was sub-
mitted to the Executive Committee of the Branch and
subsequently to Council. Authorization was obtained to
discuss its contents informally with the Institute Com-
mittee on Professional Interests, the other Branches of the
Institute in the province and the Corporation of Profes-
sional Engineers of Quebec.
Copies of the proposed agreement were forwarded the
St. Maurice Valley, Quebec and Saguenay Branches and
the Committee met with their official representatives on
September 11th, 1942.
The chairman of the Committee was invited to a Council
Meeting of the Corporation on October 24th, 1942.
Finally, on December 11th, a joint meeting was held with
the representatives of the various Branches and three
representatives from the Corporation.
A draft of the agreement, as proposed at this meeting,
is now being written. It is the intention of your Committee
to send a copy of this draft together with recommend-
ations to the Council of the Institute.
Committee on the Engineering Features of
Civil Defence
(Chairman — G. McL. Pitts)
Upon recommendation of the Institute this special com-
mittee was formed following the lectures given in Toronto
by Prof. F. Webster and is composed of all members of
the Branch who followed the lectures. Meetings were held
THE ENGINEERING JOURNAL February, 1913
81
MEMBERSHIP AND FINANCIAL STATEMENTS
Branches
MEMBERSHIP
Resident
Hon. Members
Members
Juniors
Students
Affiliates
Total
Non-Resident
Hon. Members
Members
Juniors
Students
Affiliates
Total
Grand Total December 31st, 1942
December 31st, 1941
Branch Affiliates, December 31st. 1942
FINANCIAL STATEMENTS
Balance as of December 31st, 1941
Income
Rebates from Institute Headquarters .
Payments by Professional Assns
Branch Affiliate Dues
Interest
Miscellaneous
Headquarters Building Fund Subscrip
tiohs
Total Income
Disbursements
Printing, Notices, Postage®
General Meeting Expense®
Special Meeting Expense®
Honorarium for Secretary
Stenographic Services
Headquarters Building Fund
Travelling Expenses®
Subscriptions to other organizations. .
Subscriptions to The Journal
Special Expenses
Miscellaneous
Professional Assn. Registration Fees. . .
Total Disbursements
Surplus or Defied!
Balance as of December 31, 1942
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©Includes general printing, meeting notices, postage, telegraph, telephone and stationery.
(J Includes rental of rooms, lanterns, operators, lantern slides and other expenses.
©Includes dinners, entertainments, social functions, and so forth. ©Includes speakers
82
councillors or branch officers.
February, 1943 THE ENGINEERING JOl RNAL
F THE BRANCHES AS AT DECEMBER 31, 1942
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4
2
312
39
44
3
33
17
19
89
14
11
1
63
18
24
4
48
5
10
2
31
15
15
1
96
23
1
21
7
1
1
375
65
75
17
113
5
11
2
1
43
3
3
116
22
82
3
41
1432
106
400
69
115
109
65
62
130
29
533
131
50
223
14
3
5
0
43
22
33
1
6
1
49
12
14
2
^22
4
3
1
15
5
7
1
3
1
1
48
5
24
4
4
7
1
38
8
13
1
33
7
9
1
14
5
4
1
46
4
7
1
10
3
3
20
6
9
22
99
7
77
30
28
5
77
16
60
50
24
58
16
35
63
41
4
1531
1399
19
113
117
10
477
444
20
99
89
8
143
141
114
92
142
102
78
74
190
260
79
90
12
557
521
189
197
1
66
65
1
258
231
9
*For voting purposes only, there should be added to Montreal Branch, an additional 310 members, 181 being resident in the United States, 98
British possessions and 31 in foreign countries.
58.10
©
2,287.26
296.95
827 . 58
134.42
33.90
229.66
257.88
110.94
23.29
427 . 39
695.75
284 . 00
99.90
333 . 35
30.40
1,954.39
232.35
552.04
136.96
270.12
175.50
31.10
111.92
37.30
160.83
681.53
303 . 92
125.50
307 . 06
30.00
148.00
202.19
55.00
83.00
39.40
54.00
24 . 00
36.00
3.00
45.00
3.41
6.82
3.00
46.08
0.60
0.36
9.13
11.04
1.60
22.50
25.75
578.35
53.00
4.88
42.95
36.44
134.77
70.00
32.50
303.80
152.84
145.75
178.85
50.00
3.00
41.70
54.56
2,675.56
279.63
695.07
198.02
475.25
208.00
482.90
264 . 76
239.49
351.71
871.42
305.52
181.50
416.26
23.73
765.20
52.01
175.01
04.78
98.32
29.10
48.42
25.93
16.94
183.37
90.44
40.70
114.23
L3.00
296.01
19.95
50.00
16.42
13.15
1.62
10.00
94.41
179.56
132.63
52.40
40.00
55.75
37.34
142.12
23.27
208.90
11.31
181.89
167.06
346.72
233.21
44.26
272.91
62.05
39.03
15.75
25.00
300.00
75.00
100.00
25.00
60.00
25.00
125.00
50.00
35.00
75.00
10.00
120.00
500.00
12.02
5.00
11.75
50.00
75' 00
21.65
44.82
30.00
10.00
5.00
12.00
7.40
1.00
2.60
75.50
10.00
20.00
12.10
8.00
34.00
©
1,040.00
16.45
6.00
6.00
12.00
18.00
113.23
182.90
2.30
23.75
30.00
70.00
22.94
44 40
3 17
26.08
3.64
16.72
28.68
4.63
1.40
76.70
8.70
57.31
10.80
70.01
3,253.75
319.83
648.89
134.39
496.92
300.85
460.44
274.14
202 . 19
280.16
908.71
283 . 59
224.14
359 . 53
14.55
578.19
40.20
46.18
63 . 63
21 .67
92.85
22.46
9.38
37.30
71.55
37.29
21.83
42.64
56.73
32.65
1.709.07
256 . 75
873 . 76
198.05
12.23
136.81
280.34
101.56
60.59
498.94
658 . 46
305.83
57.26
390.08
©Includes contribution to annual meeting of the Institute.
© Includes $500.00 for building fund received in 1941 and disbursed in 1942.
IE ENGINEERING JOURNAL February, 1943
83
to consider the type of study most needed and it was agreed
to undertake specific studies in accordance with items 4
and 5 of the terms of reference of the Institute Com-
mittee on the Engineering Features of Civil Defence.
Student Guidance Committee
(Chairman — Jacques Benoit)
This Committee was formed following a recommendation
of the Institute Committee on the Training and Welfare
of the Young Engineer and its activities comprised the
following :
1 — Preparation of a list of High Schools and private
schools of both French and English language in the
Branch area.
2 — Preparation of a letter addressed to each school prin-
cipal informing him of our aim to assist the student
and asking for an opportunity to discuss this matter,
which letter will be mailed before the end of the year.
3 — Distribution of French version of engineering pro-
fession booklet through the Institute Headquarters.
4 — Study of methods used by the Engineering Council
for Professional Development in meeting and advising
boys about to decide on a vocation. Also study of
instructions received from Mr. H. F. Bennett, chair-
man of the Committee on the Training and Welfare
of the Young Engineer.
5 — Preparation of short guide to be used by the Com-
mittee members in addressing the students.
Most of the work has been of a preliminary nature but
following the distribution of the proposed circular letter, it
is planned next year to visit schools and talk to students
in groups and individually and possibly arrange visits to
engineering enterprises.
Publicity Committee
(Chairman — Gordon D. Hulme)
At the request of the chairman of the Annual General
and General Professional Meeting of the Institute, the
Branch Publicity Committee handled all publicity matters
for the Annual Meeting of the Institute. Several meetings
were held for the members of the press and they were
supplied with all available information concerning the
Institute and all the functions of the meeting. Besides
articles in periodicals, items were found in 71 newspapers
and a survey showed that 25 per cent more publicity was
given on this meeting than on the one held the year before.
The Montreal newspapers received information regarding
Branch meetings held during the year and several visits
were made to the press in order to maintain friendly
relations. In some cases the newspapers were urged to have
a reporter cover meetings but when the topic under dis-
cussion was not of general interest and only of a technical
nature, this practice was omitted. From casual observations
of articles published it is felt that the relationship between
the Branch and the newspapers is on the most satisfactory
basis.
NIAGARA PENINSULA BRANCH
The Branch Executive held five business and one elec-
toral meeting during the year in order to conduct the affairs
of the branch.
The outstanding event for the year was, of course, the
joint convention of the Engineering Institute of Canada
and the American Society of Civil Engineers, held in
Niagara Falls, October 14-15. The branch was pleased to
be able to assist, in a small way, the planning of this meet-
ing.
The programme committee arranged and conducted the
following professional meetings:
Jan. 22 — Joint dinner meeting with the Niagara District Chemieal
and Industrial Club, held at the Welland House, St.
Catharines. The speaker was Mr. Douglas Lorimer, who
talked on The Wartime Control of Chemical Re-
Feb. 26 — Dinner meeting held at the General Brock Hotel, Niagara
Falls. Messrs. J. P. Skillen and C. Vrooman, of the
Canadian Westinghouse Company, spoke on the Appli-
cation of Relays and Meters for Industrial Sub-
stations.
Mar. 19 — Joint dinner meeting with the Buffalo Section of the
American Society of Civil Engineers, held at the Mather
Arms, Fort Erie. Mr. D. B. Niederlander, of the John
W. Cowper Company, spoke on The Construction of
the Pine Camp Cantonment.
April 15 — Joint dinner meeting with the Canadian Section of the
American Water Works Association, during their con-
vention at the General Brock Hotel, Niagara Falls.
Messrs. A. E. Berry and W. Storrie spoke on Modern
Practice and Developments in the Water Works
Field.
May 21 — Annual dinner meeting of the branch, held at the Leonard
Hotel, St. Catharines. Our president, Dean C. R. Young,
spoke to us on Institute Affairs and The Engineer and
The War.
June 24 — Special evening lecture, held in the Page-Hersey Audi-
torium, Welland. The late Mr. E. W. P. Smith, con-
sultant to the Lincoln Electric Company, Cleveland
gave a review of Modern Electric Welding and how
it may assist the war effort.
Oct. 14-15 — The usual October meeting was cancelled in order that
the branch might attend and co-operate with the Activi-
ties of the Joint Convention of the E.I.C. and the Ameri-
can Society of Civil Engineers. The sessions were held at
the General Brock Hotel, Niagara Falls.
Nov. 26 — Dinner meeting held at the Leonard Hotel, St. Catharines.
Mr. J. M. Galilee, of the Canadian Westinghouse Com-
pany, gave a demonstration talk on Recent Advances
in Electrical Research.
OTTAWA BRANCH
During the year the Managing Committee held nine
meetings for the transaction of general business.
It is with deep regret that we report the deaths of two
of our members: Mr. E. M. Dennis, m.e.i.c, and Mr. R. H.
Swingler, s.e.i.c.
As in previous years the Branch donated two sets of
draughting instruments to thé 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 1942, with
attendance figures in brackets. Unless otherwise indicated,
these were luncheon meetings at the Chateau Laurier.
Jan. 8 — Annual evening meeting, National Research Laboratories.
Address by J. W. Bateman, b.a.Sc, m.i.e.s., Manager,
Lighting Service Department, Canadian General Electric
Company Limited; Magic of the Spectrum, with
demonstration equipment and lantern slides in colour.
(265).
Jan. 22 — F. Cooksey, District Chief Drill Master, Fire Brigade,
Ottawa; Incendiary Bombs (84).
Feb. 19 — R. E. Hayes, b.sc, m.e.i.c, Manager, Engineering Depart-
ment, The General Supply Company of Canada Limited,
Ottawa; Earth Moving Takes Wings, with a sound
film (77).
Mar. 5 — M. S. Kuhring, Division of Mechanical Engineering, Na-
tional Research Council, Ottawa. Engine Testing Tri-
bulations (65).
Mar. 26 — P. Lebel, m.e.i.c, Asphalt Technologist, Imperial Oil Com-
pany of Canada, Montreal. The Portland-Montreal
Pipe Line, with a sound film in colour (140).
April 9 — W. R. Campbell, City Traffic Manager, Trans-Canada Air
Lines, Ottawa. Skyway Across Canada, with a sound
film in colour (108).
April 17 — Evening meeting, held jointly with the Canadian Institute
of Mining and Metallurgy and the Society of Chemical
Industry; Auditorium, National Research Laboratories,
Ottawa. Address by A. E. Byrne, Glyptals and Insulating
Materials Section, Supply Department, Canadian (Jou-
erai Electric Company Limited, Toronto. Plastics with
demonstration equipment and lantern slides (250).
April 20 — Evening meeting, Auditorium, National Research Labora-
tories, Ottawa. Address F. Webster, Dean of Engineering,
University of Rangoon. Bombs and Structures with a
slow-motion film. (175).
84
February, 1943 THE ENGINEERING JOURNAL
May 7 — Evening meeting. Auditorium, National Research Labora-
tories, Ottawa. Address by C. E. MacDonald, b.a.Sc,
c.i.m.m., a.s.m., Manager of Domestic Sales, Inter-
national Nickel Company of Canada Ltd., Toronto.
The Mining, Smelting, and Refining of Nickel-
Copper Ores, with a sound film (35).
Sept. 16 — C. R. Young, b.a.Sc, c.e., m.e.i.c. Post-War Importance
of Engineers (84).
Sept. 25 — Evening meeting, held jointly with the Society of Chemical
Industry. Address I. M. Rabinovitch; Chemical War-
fare, with lantern slides (280).
Oct. 22 — Evening meeting, held jointly with the Canadian Institute
of Mining and Metallurgy, Auditorium, National Re-
search Laboratories, Ottawa. Address 0. W. Titus,
b.a.Sc, a.i.e.e., Chief Engineer, Canada Wire and Cable
Company Limited, Toronto. Copper Mining in Ari-
zona, with a silent film (60).
Nov. 5 — R. M. Gooderham, b.a.Sc, m.e., Shipbuilding Branch,
Department of Munitions and Supply, Ottawa; Increas-
ing Welded Production, with a sound film in colour.
(121).
Nov. 19 — Evening meeting; Auditorium, National Research Labora-
tories. Address by George L. Long, Bell Telephone Com-
pany of Canada, Montreal. Your Voice as Others Hear
It with demonstration equipment (285).
Dec. 17 — G. L. Jennison, Priorities Branch, Department of Munitions
and Supply, Ottawa; PRP (88).
PETERBOROUGH BRANCH
The following meetings were held during the year, with
attendances shown in brackets:
Jan. 22 — Mr. Frank O' Byrne, of Associated Screen News, on Visual
Aids for the Industrialist (56).
Jan. 24 — Social Evening (Ladies Night).
Feb. 5 — Mr. F. R. Pope of Western Clock Company, Peterborough,
on Alarm Clocks — How they are made (30).
Feb. 19 — E. V. Leipoldt of the Shawinigan Engineering Co., Mont-
real, Electrical Design of the LaTuque Develop-
ment (59).
Mar. 12 — Dr. H. B. Osborn of Ohio Crankshaft Co., Cleveland, Ohio.
Surface Treating by Induction (55).
Mar. 26 — Mr. H. M. Dunkerley, Inspection Board, Dept. M. & S.,
United Kingdom and Canada. Mechanism in War-
fare (55).
April 9 — Messrs. G. R. Langley, R. L. Dobbin, J. W. Pierce, A. J.
Girdwood, J. F. Osborn, all of Peterborough Branch, on
Discussion of Post- War Problems (57).
April 23— Mr. G. E. Bourne of C.G.E. Co., Toronto, on Electricity
in Modern Warfare (60).
May 7— Student Night, Mr. R. Scott and Mr. A. M. McQuarrie (49).
May 20 — Annual Business Meeting (34).
Nov. 5 — Mr. R. N. Fournier of C.G.E. Co., Toronto, on Electric
Heat in Industry (40).
Nov. 26 — Annual Dinner with President C. R. Young, and Vice-
President K. M. Cameron as speakers (96).
Dec. 10— Mr. Montague of the H.E.P.C. of Ontario, on The DeCew
Falls Development (52).
QUEBEC BRANCH
During the past year, seven meetings of the Executive
Committee were held at which the attendance averaged
eight members or sixty per cent.
Seven general Branch meetings were also held through
the year as listed below with the attendance given in
brackets :
Mar. 24 — Aerial Photography, by Mr. Théo. Miville Dechêne,
m.e.i.c, at School of Mines Theatre, Laval University.
(53).
Mar. 30 — Aluminum, Strategic Metal, by Mr. P. M. Haenni,
d.sc. Métallurgie, at the School of Mines Theatre, Laval
University (80).
July 31 — Dinner Meeting in honour of Dean C. R. Young's visit
at the Garrison Club (45).
Aug. 17 — Second Annual Golf Tournament at Levis and dis-
tribution of many prizes (45).
Sept. 28 — Electric Welding, by Mr. R. N. Fournier, specialist of
General Electric Company, at the School of Mines
Theatre, Laval University (45).
Dec. 12 — Visit of the New St-Michel-Archange Hospital,
organized by Mr. Y. R. Tassé (40).
Dec. 14 — General Annual Meeting and election of Officers of the
Quebec Branch, at The School of Mines Theatre, Laval
University. Bombing and its effects, by Mr. Robert
Sauvage, m.e.i.c. (40).
SAGUENAY BRANCH
During the year 1942 the Branch held eleven general
meetings as follows:
Jan. 15 — Man As An Engineering Miracle, by Prof. D. L. Thom-
son, Dept. of Biochemistry, McGill University. The
motion picture, Tacoma Bridge Failure, was shown.
After the lecture, tea was served by the Junior Red Cross.
April 22 — The Lions Gate Bridge, illustrated lecture by Dr. Philip
L. Pratley, D.Eng., Consulting Engineer.
May 18 — Air Raid Precautions, by Prof. F. Webster, Deputy Chief
Engineer of the Ministry of Home Security, Great
Britain.
June 11 — The Portland-Montreal Pipe Line, industrial film was
shown and a running commentary was given by Mr. Paul
Lebel, Consulting Engineer, Technical Service, Imperial
Oil Co. Ltd. Electrical Fibre Glass, industrial film was
shown with a running commentary by Mr. C. A. Booth
of the Fibre Glass Co. of Canada Ltd.
Aug. 13 — Annual Meeting. Dean C. R. Young was our honorary
guest and he was accompanied by Vice-Pres. de Gaspé
Beaubien, and K. M. Cameron and the assistant-general
secretary of the Institute, Louis Trudel.
Sept. 2 — Welding, Mr. L. T. Larson, welding expert of the Allis-
Chalmers Co. Milwaukee, Wisconsin.
Oct. 8 — The motion picture Inside Arc Welding was shown.
Oct. 15 — The Aluminum Industry and the War Effort, by Mr.
A. W. Whitaker, Jr., General Manager of the Aluminum
Co. of Canada Ltd.
-Mills and Kilns, by Mr. F. T.
the Allis-Chalmers Co. of Mil-
Oct. 30 — Processing Equipment-
Agthe, Engineer with
waukee, Wisconsin.
Nov. 19 — Automatic Combustion Control, by Mr. A. G. Stewart,
Vice-President and General Manager of the Bailey Meter
Co. Ltd., Montreal.
Dec. 17 — Welding, by Mr. P. H. Thae, welding engineer, Canadian
General Electric Co. Ltd., Toronto.
SAINT JOHN BRANCH
During the year the Executive Committee held eight
meetings for transaction of general business. Average
attendance was six members.
With deep regret we report the death, in June, of Lt.-
Colonel H. F. Morrisey, m.e.i.c, Councillor of the Institute
representing the Saint John Branch. A. 0. Wolff, m.e.i.c,
was appointed to fill the vacancy until the next annual
election.
Seven general branch meetings were held as follows,
with attendance thereat given in brackets:
Jan. 12 — Joint dinner meeting with Moncton Branch and the Associa-
tion of Professional Engineers of New Brunswick. Special
guests were Premier J. B. McNair, Premier of New
Brunswick; K. M. Cameron, Vice-President of the E.I.C.,
for Ontario, and L. Austin Wright, General-Secretary of
the E.I.C. A joint co-operative agreement Was signed
between the Institute and the Association by Messrs.
Cameron and Wright for the Institute and Messrs. G. L.
Dickson and C. C. Kirby for the Association. Witnesses
were Messrs. A. Gray and H. W. McKeil forthe Institute
and Messrs. A. A. Turnbull and G. A. Vandervoort for
the Association. The Premier spoke on Canada's War
Effort. F. O. Condon, chairman of the Moncton Branch
was in the chair (60).
Feb. 24 — Supper meeting. Harry F. Bennett, chairman of the Com-
mittee of the Young Engineer, spoke on The Engineers
of To-morrow, and reported on the work done by the
Committee. Guests were Dr. E. J. Alexander, Principal
of Saint John High School; W. B. Main, Director of
Vocational School and Dr. W. J. Shea, Principal of St.
Vincent's High School (23).
Mar. 26 — Supper meeting. A moving picture entitled Photoelastic
Stress Analysis was shown. Prior to showing the picture
a description of the film and explanation of the theory
of the photoelastic stress analysis was read by Sidney
' Hogg. The paper was prepared by Prof. Macdonald of
the University of Manitoba (28).
May 7 — Annual dinner and election of officers of the Branch. Before
the business meeting was called to order some very fine
coloured motion pictures of fishing and hunting in New
Brunswick were presented by H. P. Lingley. D. R. Smith
reported verbally on his attendance at lectures given in
Toronto by Prof. Webster, Deputy Chief Engineer to
the Ministry of Home Security in Great Britain, on the
various phases of bombing action (28).
THE ENGINEERING JOURNAL February, 1943
85
May 22 — Luncheon meeting to entertain the visiting Dominion
Council of the Association of Professional Engineers of
Canada. Ten delegates were present from other provinces
and seven officers of the New Brunswick Association.
President D. A. R. McCannell, Regina, representing the
Saskatchewan Association, spoke on the vital part
engineers are playing in the war effort, and the burden
that would be theirs in post-war reconstruction pro-
grammes (33).
Aug. 10 — Supper meeting. Special guests were Dean C. R. Young,
president of the Institute; K. M. Cameron and deGaspé
Beaubien, vice-presidents, Louis Trudel, asst. general
secretary and G. A. Gaherty of the Montreal Engineering
Company. Dean Young spoke on the present activities
of the Institute, its various committees and the import-
ance of their work. He outlined a scheme proposed by
the Government to finance worthy students in college
in order to alleviate the scarcity of trained technicians
which was facing it. Mr. Cameron asked for better
recognition of the student and junior members and also
spoke on post-war reconstruction and its problems. Each
of the other guests also spoke (40).
Dec. 29 — Supper meeting. A paper entitled The Effect of Aerial
Bombing on Structures, prepared by Dean I. F.
Morrison, Professor of Applied mechanics, University
of Alberta, was presented by D. R. Smith, chairman.
The lecture was illustrated by lantern slides (35).
ST. MAURICE VALLEY BRANCH
Six meetings were held during the year; three at Shawini-
gan Falls, two at Three Rivers and one at Grand'Mère. A
brief summary of these meetings, with the number of people
attending in brackets, is as follows:
Mar. 20 — At Shawinigan Falls High School. A film entitled From
Rapids to Electricity. Speaker: Mr. Guy Rinfret,
m.e.i.c. (400).
April 22 — At Cascade Inn, Shawinigan Falls. A dinner and the
Annual Branch Meeting with installation of new officers.
A talk was given by Dr. R. S. Jane on Synthetic Rub-
ber— Its Possibilities and Development (80).
June 25 — At Chateau de Blois, Three Rivers. A dinner meeting and
speech on Electric Heat in Industry, by Mr. R. N.
Fournier (40).
July 30 — At Laurentide Inn, Grand'Mère. A dinner meeting to wel-
come President Young and his party, which included
Past President Lefebvre, Vice-President Cameron, Coun-
cillor Armstrong, Asst. Gen. Secretary Trudel and Huet
Massue (60).
Sept. 24 — At the Technical School in Three Rivers. A film entitled
The Inside of Arc Welding, by the Canadian General
Electric Company (40).
Oct. 22 — At Cascade Inn, Shawinigan Falls. A speech by Mr. A. \V.
Whitaker, Jr. on the subject of Aluminum in War-
time (100).
SASKATCHEWAN BRANCH
Thirty-three members are on active service with His
Majesty's Forces, all holding commissions in the Navy,
Army or Air Force.
With the exception of one special meeting, all meetings
were held jointly with the Association of Professional
Engineers, to which the members of the Saskatchewan
Section of the American Institute of Electrical Engineers
were invited. The respective programmes were as follows:
Jan. 23 — Ladies Night, at which Mr. E. Dickinson gave an illustrated
lecture on his experiences in Bolivia during the past
several years.
Feb. 20 — Annual Meeting, addressed by S. J. Latta, Commissioner,
Bureau of Publications, Saskatchewan, on Our Way of
Life.
Mar. 10 — (1) Film on The Manufacture of Plywood, shown by
F. C. Leroux, s.e.i.c, Vancouver, B.C. (2) Film shown
by F. Heseltine, Manager, Saskatchewan Division,
Canada Wire and Cable Co., on Copper Mining and
Refining in Arizona.
April 20 — Special meeting to welcome Dean C. R. Young, President,
Engineering Institute of Canada*
Oct. 19 — A visit to the Crime Detection Laboratory, R.C.M.P.
Barracks, Regina; the main speaker being Surgeon (Dr.)
Maurice Powers, Director of Criminal Investigation for
Canada.
Nov. 19 — (1) Address by Dr. John Mitchell, Head of Soils Depart-
ment, University of Saskatchewan, on The Soils of
Saskatchewan. (2) Film, in colour, presented by Geo.
E. Kent, m.e.i.c, showing conditions in Peru and Ecua-
dor.
Dec. 17 — (1) Address by Mr. R. T. Blackmore, Technical Service
Department, British American Oil Co., on The Fuel
and Oil Requirements of the Modern Gasoline
Engine. (2) Film shown by Mr. R. M. Pugh, Provincial
Apiarist on Bees and the Production of Honey in
Saska tchewan .
The average attendance at these meetings was 48.
SAULT STE. MARIE BRANCH
The Executive Committee met on January 13th, 1942
and appointed standing committees. The committees and
their respective chairmen are as follows :
Papers and Publicity A. E. Pickering
Membership W. D. Adams
Entertainment J. L. Lang
Junior Engineer's T. F. Rahilly
The Executive Committee met four times during the year
to transact and promote the activities of the Branch and
Institute.
During the course of the year two additional committees
were appointed. One headed by the chairman and secretary,
whose purpose was to advise prospective students in
engineering. The other, consisting of J. L. Lang, E. M.
MacQuarrie, P. P. Martin, K. G. Ross and G. W. MacLeod,
was established to study Post War Problems and Rehabili-
tation.
As usual the Branch Affiliates took an active part in the
Branch affairs. At one meeting the discussion was led by
a Branch Affiliate.
We were honoured with the visit from the president of
the Institute, C. R. Young and Vice-President K. M.
Cameron on April 2, 1942.
Seven dinner meetings were held during the year. The
average attendance was twenty-five members and guests.
The meetings were usually on Friday night, but this rule
was not rigidly adhered to, as some meetings were arranged
to suit the convenience of the speaker.
Programmes of the meetings were as follows:
Jan. 30 — Progress and Design in the Operation of High Effi-
ciency Power Plants, by W. E. S. Dyer, M.E.I.C.
Feb. 27 — An illustrated address on Some Recent Trends in Indus-
trial Applications of Electricity, by Fred. A. Becker,
field engineer, Canadian General Electric Company.
April 2 — Visit of President C. R. Young and Vice-President K. M.
Cameron.
April 24 — New Principles in Heating Becker Coke Ovens, by
Win. Seymour, m.e.i.c.
Oct. 30 — Open discussion on Post War Reconstruction and Re-
habilitation.
Nov. 27 — Foundation Problems in the Winnipeg Area, by Pro-
fessor A. E. MacDonald, University of Manitoba.
Dec. 18 — Annual Meeting.
The executive regrets the loss of the following resident
members through change of address: W. E. S. Dyer, Wm.
VanEvery, F. Smallwood and Wm. Seymour. The last two
mentioned had served on the executive for many years and
were past chairmen of the branch.
TORONTO BRANCH
The Annual Meeting of the Branch was held in the
Debates Room, Hart House, University of Toronto. The
meeting was preceded by a paper given by W. B. Redfern,
m.e.i.c, on Waterworks and Sewerage Installation for
Wartime Housing Projects.
During the past year the Executive Committee held
twenty-one meetings with an average attendance of ten.
The regular meetings held during the year are listed
below with the attendance given in brackets.
Jan. 15 — Students' Night. Frequency Modulation Receiver, W.
O. Cartier. The Successful Engineer, D. Schmidt.
Pre-Stressed Concrete Construction, W. S. Glynn.
On Spinning of Aeroplanes, C. B. Livingstone. Cen-
trifugal Pumps, A. B. Extence. Mercury Arc Power
Rectifiers, C. W. Shearer (78).
Jan. 29 — Design and Construction of a Concrete Head Frame
for the Hollinger Mine, Dr. A. H. Harkness, m.e.i.c,
and R. .1. Fuller, m.e.i.c. (75).
Feb. 19 — Hydraulic Misbehaviour in Water Power Units, Mr.
Forrest Nagler (85).
Mar. 5 — The Organization and Work of Research Enterprises,
Limited, Lt.-Col. W. E. Phillips, d.s.o., m.c. (85).
86
February, 1913 THE ENGINEERING JOURNAL
Mar. 19 — Power Transformer Station and Transmission Line
Problems with Particular Reference to Burlington
220 K.V. Station and Associated Lines, Mr. C. F.
Publow, and Mr. A. E. Davison (75).
April 23 — Air Raid Damage to Structure, Prof. F. Webster.
Nov. 5 — Welding Large Electrical Equipment, Mr. H. Thomas-
son (70).
Nov. 20— DeCew Falls Development of H.E.P.C. of Ontario,
Otto Holden, m.e.i.c. (65).
Nov. 27 — Surface Hardening by Induction, Dr. H. B. Osborn, Jr.,
Joint Meeting with Toronto Section, A.I.E.E.
Dec. 3— Glass in National Defence, Mr. C. J. Phillips (85).
Dec. 5 — Saving Hydro Power for Victory, Dr. T. H. Hogg.
m.e.i.c. Joint Meeting with the Royal Canadian Institute.
Previous to each regular meeting, dinner was held at
Hart House, attended by the members of the Executive,
speakers and members of the Branch.
On April 22, 23 and 24 a series of lectures by Professor F.
Webster dealing with Structural Defence Against Bomb-
ing, was given before representatives of the engineering
profession from all over the Dominion, except the Pacific
Coast. General arrangements were made by Headquarters
of the Engineering Institute and local arrangements were
made by the Toronto Branch.
It is with deep regret that the Toronto Branch records
the deaths of the following members of the Branch during
the year: Professor W. J. Smither, Robt. McDowall, R. J.
Fuller, A. Ross Robertson, and John H. Jackson.
VANCOUVER BRANCH
The following meetings of the Branch were held this year:
Jan. 20 — First meeting of the branch in 1942. The speaker was W.
D. McLaren, general manager of the West Coast Ship-
builders Ltd., a company engaged in building standard
cargo vessels for Wartime Merchant Shipping Ltd. His
subject was Ships: Selection of Type.
During the month, members of the branch were guests at a
meeting on the subject of arc welding held under the
auspices of the British Columbia Chapter of the American
Society for Metals. The principal speaker was Mr. James
F. Lincoln, president of the Lincoln Electric Company
of Cleveland and director of its allied companies in
Canada, England and Australia. His subject was Electric
Welding Developments.
April 17 — Dinner meeting held in the Georgia Hotel in honour of the
president of the Institute, Dean C. R. Young. Branch
Chairman W. O. Scott presided and forty members and
guests were present.
The Branch was exceedingly fortunate in having three
lectures delivered by Professor F. Webster of London,
England, on the subject of air raid shelters and the
making of structures bomb-resistant. A large attendance
of members and specially invited guests at each lecture
indicated the degree of interest in the subject.
May 27 — At a meeting held in the Medical-Dental Building, Pro-
fessor Frank Forward, professor of metallurgy at the
University of British Columbia, spoke on Metallurgical
Progress in the War.
Sept. 17 — An address entitled The Failure of the Ta coma Narrows
Bridge was given by A. H. Finlay, associate professor
of civil engineering at the University of British Columbia.
Oct. 22 — The Design and Construction of the Scanlon Dam
was the subject of a paper given before the Branch by
William Jamieson, field engineer for the Powell River
Co. Ltd.,' Powell River, B.C. Following his address Mr.
Jamieson displayed many interesting photographs and
plans of the work.
Nov. 9 — Members of the Branch were guests at a meeting of the
Vancouver section of the American Institute of Elec-
trical Engineers. Dr. H. S. Osborne, plant engineer of
the American Telephone and Telegraph Company, and
national president of the American Institute of Electrical
Engineers gave an interesting address on The Con-
servation of Critical Materials.
VICTORIA BRANCH
Five meetings of the executive committee, six general
branch meetings, two lecture meetings and one industrial
visit were held during 1942 as follows:
Jan. 16 — Dinner meeting. Annual meeting and election of officers.
Introductory talk by Mr. W. H. Mathews of the Pro-
vincial Dept. of Mines on Polarized Light followed by
a film Photoelastic Stress Analysis.
Apr. 2 — Dinner meeting. Mr. A. S. G. Musgrave gave a very
interesting talk on Aerial Photography and Mapping
in the Great War, accompanied by still pictures, maps
and photographs of Palestine, Egypt and France.
Apr. 15 — Dinner meeting. In honour of President Young and the
occasion of the presentation of the "Julian C. Smith"
medal to Mr. Charles Alexander Magrath, an honorary
member of the Institute and a famous engineer. "A
pioneer in the development of the West, a surveyor
qualified to practice in every province and an expert in
the conservation and use of water."
May 11 — Lecture meeting. Structural Defence Against Bombing,
by Professor Webster, Deputy Chief Engineer, Ministry
of Security, Great Britain, attended by members, mem-
bers of other engineering associations, architects and
members of public utilities, A.R.P., etc.
May 19 — Lecture meeting. Making and Shaping of Steel, courtesy
of United States Steel Corporation and introduced by
Mr. F. Wilkinson of the United States Steel Export Co.
of Vancouver, B.C. Two-reel film depicting steel from
mine to finished product. Attended by members, other
engineers, machinists, shipyard workers, etc. Sponsored
by Victoria Branch, of the Institute, Yarrows Ltd. and
the Victoria Machinery Depot Ltd.
Aug. 12 — Luncheon meeting. Methods of cleaning Water Main,
described by Mr. L. S. Olding of the National Water
Main Cleaning Co. of New York, followed by a visit to
operations of this company in Oak Bay Municipality.
Dec. 2 — Dinner meeting. The Alaska Highway, describing "Topo-
graphical Features," "Details of Construction," "Per-
sonal Experiences on Construction."" "Maps and Photo-
graphs" in the order named by Messrs. F. C. Green,
Surveyor General of the Province, A. L. Carruthers,
Chairman of the B.C. Highway Board, H. C. Anderson,
Assistant Chief Engineer, Provincial Dept. of Public
Works and Norman Stewart, b.c.l.s.
Dec. 17 — Luncheon meeting. Nominations for Branch officers and
general business.
Dec. 19 — Industrial visit. Members and their wives were invited to
visit Yarrows Ltd., Yard No. 2, to observe methods of
organization and construction and to witness the launch-
ing of a corvette. Courtesy of Mr. Norman Yarrow, and
Mr. E. W. Izard.
WINNIPEG BRANCH .
The following meetings were held by the Branch during
the year 1942:
Jan. 8 — Meeting in Theatre F of the University at which Mr. G.
A. Howard, Supervisor of Apprentices, C.N.R. Western
Region, gave an interesting talk on The Selecting and
Training of Apprentices.
Feb. 5 — Annual Meeting. Following the reports of the various
officers and committee chairmen, a very interesting film
on Copper Mining Methods was shown by courtesy of
the Canada Wire and Cable Co.
Feb. 19 — Meeting in Theatre F of the University when an address
by Dr. F. D. White, Professor of Biochemistry, Medical
College, Winnipeg, on the subject of The Present
Status of Gas Warfare proved very instructive and
interesting.
Meeting in Theatre F of the University when the modern
method of construction of Prefabricated Houses was
described by Mr. Ralph Ham, since deceased.
Meeting in Theatre F of the University at which two
Student papers were given. Mr. W. A. Bowman spoke on
Construction of Temporary Grain Storage Annexes
and Mr. C. H. Glenn spoke on Electric Arc Furnaces.
Meeting in Theatre F of the University when a seven-reel
film entitled The Making and Shaping of Steel was
shown.
Special Luncheon Meeting in the Hudson's Bay Company
Dining Room when we were privileged to have the
president and his party as our guests. In the absence
from the city of both the chajrman and vice-chairman
of the Branch, Mr. J. W. Sanger, councillor, occupied
the chair.
Apr. 16 — Meeting in Theatre F of the University when a talk and
film on the subject, Rubber in Defence was presented
by Mr. J. McGale, Branch Manager, the B. F. Goodrich
Rubber Co. of Canada.
Oct. 15 — Special closed meeting held in Theatre F of the University
when Mr. F. S. Adamson, assistant engineer, City
Engineers Department, gave a very interesting paper on
the material received in the lectures at Toronto by Prof.
Webster. The subject of the paper was, Structural
Defence Against Bombing.
Nov. 5 — Meeting in Theatre F of the University at which Mr. C.
A. Smith, Branch Manager, Ford Motor Co. gave an
interesting paper on Mechanical Transport. This paper
was followed by a very instructive film depicting assem-
bly, testing, and actual service of this type of equipment.
Dec. 3 — Meeting in Theatre F of the University at which two films
were shown. The Erection of the Golden Gate Bridge
and The Manufacture of Sheet Steel.
Mar.
5-
Mar.
19
Apr.
2
Apr.
6-
THE ENGINEERING JOURNAL February, 1913
87
Abstracts of Current Literature
RUBBER FROM GUAYULE
From The Engineer (London), December 18, 1942
While the synthetic rubbers serve many purposes as well
as does the natural product — are even better for some, it
is said — there are some products for which they are not so
well adapted, at least when used alone. In the manufacture
of tyres, for example, it has so far been found necessary to
use a certain proportion of natural rubber for satisfactory
results.
The great need for rubber of any kind, and especially the
need for some natural rubber, has caused the United States
government to intensify investigations into rubber-bearing
plants adapted to culture in that country, and to start
actual production of the more promising ones. There are a
number of such plants, both native and imported, which
are capable of producing greater or lesser amounts of rubber.
This article is concerned with guayule. Guayule rubber is
the same kind of- rubber as that produced by the Hevea
tree of the East Indies, and while the two have slightly
different properties in some respects, they are readily inter-
changeable for most purposes. Guayule rubber makes excel-
lent tyres, used either alone or in conjunction with other
rubbers.
Guayule is a shrub, with the botanical name Parthenium,
argentatum. It looks a good deal like sagebush, and grows
wild in North-Central Mexico and an adjacent area in the
"Big Bend" section of Texas. The mature shrub is usually
3 ft. or less in height, and has crooked, brittle branches.
Its leaves are slender and greyish-green, with slightly irregu-
lar edges, and the many inconspicuous yellowish flowers
are borne on short slender stems.
In its native habitat, guayule grows generally on outwash
fans of limestone soils, where the soil is light in texture
and well drained. As indicated by its natural range, it re-
quires a mild climate, though dormant plants have with-
stood a temperature of 5 deg. Fah. without being killed.
It is very drought-resistant and can live where rainfall
ranges from 10 in. to 15 in. per year. Like most other
plants, though, the better the growing conditions, the larger
and faster it grows.
Unlike the Hevea rubber tree, where the rubber is con-
tained in the sap and is drawn off by tapping the trunk,
the guayule shrub deposits pure rubber in the fibres of the
plant itself, under the bark. It deposits the rubber when
the soil moisture begins to run short, so for most effective
rubber production the plant requires a relatively short, wet
growing season followed by a long, dry period. This is the
condition that obtains where the plant grows naturally,
and that must be present where it is to be grown. If moisture
is available for growth too much of the year, little rubber
is produced.
The guayule plant deposits some rubber each year of its
life, and may live for twenty years or more. However,
under cultivation the peak of production is reached during
early maturity, and since the plant is destroyed in recovering
the rubber, the most economical cropping period is four or
five years. Under optimum growing conditions, the rubber
content of the shrub, when dry, ranges from 18 to 22 per
cent of its weight. In case of need, it may be harvested
earlier, but with a corresponding reduction in yield. The
rubber occurs in both the branches of the plant and the
roots, and extraction is accomplished by crushing and pul-
verizing the shrub and floating the rubber particles off on
water.
It was not until 1904 that large-scale production of
guayule rubber got under way, with the erection of proces-
sing plants in Mexico and Texas. By 1909, 30 million dollars
of American capital was invested in the business, and the
factories have exported some 4,000 tons of rubber annually.
The figure for 1940 was 4,106 tons. There is no longer a
factory in Texas, but four of them operate in Mexico.
Abstracts of articles appearing in
the current technical periodicals
One of the early operators in Mexico was the Intercon-
tinental Rubber Company. In 1912 the company decided
to try domesticating guayule in the United States, and
Dr. W. B. McCallum, chief botanist for the company, col-
lected seeds from several hundred strains of the plant, which
he took to southern Arizona. There experimentation was
started, looking both to improving the productiveness of
the plant and to finding situations suitable for growing it
commercially.
Later, it was decided that the Salinas Valley of California
offered the best climatic conditions for both continued ex-
perimentation and commercial production, and the opera-
tion was moved there in 1924-25. A mill capable of produc-
ing about 10,000 lb. of rubber per day was built, and since
that time about 8,000 acres of guayule has been grown in
the valley and processed in the mill. The rubber has been
sold under the trade name "Ampar", and used for many
purposes, including the manufacture of tyres.
Of much greater importance, however, is the fact that
over the intervening thirty years Dr. McCallum kept up
an elaborate and painstaking experimental programme,
which has greatly increased the productiveness of the
guayule shrub. The wild shrub, which, of course, is of all
ages when harvested, turns out on the average about 10
per cent of its dry weight in rubber, while the best of the
improved strains make around 20 per cent at five years
of age. At the same time experiments were carried on to
discover the strains best suited to various situations of
growth. The hundreds of strains with which the research
programme originally started have been boiled down to
about ten, of which four produce the bulk of the actual
planting stock. There is no reason to suppose that the limit
has been reached in breeding up the plant in productive-
ness or in adapting it to diverse growing conditions. Thirty
years is a very brief time in which to improve a long-lived
plant such as guayule.
Because of the generally low world price of rubber, the
company had never felt justified in embarking on a large
production programme, but it did perfect machinery and
methods of culture and processing adapted to production
on any scale, should occasion ever warrant expansion. Of
still greater importance, when the country began looking
for a source of rubber supply to take the place of East
Indian imports, was the fact that some 23,000 lb. of seed
from the best strains of guayule had been collected and
were in storage available for planting. This seed, together
with all its equipment and properties in California and
patents in this country, the company offered to the Govern-
ment. By an act adopted March 5th, 1942, Congress auth-
orized the Secretary of Agriculture to acquire them and to
embark on a 75,000-acre production programme.
As indicated previously, guayule requires certain condi-
tions of soil and climate for successful culture, and a recon-
naissance survey of California was made to locate the areas
adapted to it. More intensive surveys within these areas
are made as required in connection with the leasing pro-
gramme. In general, the areas are found in the coastal
valleys from Monterey County south, along the west side
of the Sacramento and San Joaquin valleys, the Imperial
Valley, and scattered small areas in Riverside and Imperial
counties. Further expansion of the Project is possible in
Arizona, New Mexico, and Texas, where adaptable lands
an> known to exist.
As time goes on, the shrub may be found to be adapted
to other areas now considered infeasible for one reason or
another, or the plant itself may, by selection and breeding,
be adjusted to other conditions. Already a large number of
88
February, 1913 THE ENGINEERING JOURNAL
indicator and test plots have been set over the suspected
possible range of the plant, and experimentation is under
way looking toward producing strains resistant to some of
the principal hazards which now prevent otherwise excellent
land from being considered for guayule culture.
Production of guayule rubber from plantations has so
far been on so small a scale, and costs have been influenced
by the developmental character of the operation, that there
are no existing figures that would be of much value in fore-
casting the cost of such rubber under full-scale production.
The present Governmental production programme is a war
effort, aimed entirely at helping to relieve the critical rubber
situation, but it is not beyond the bounds of possibility
that it may also result in developing both a permanent
at-home source of rubber crop, it is "easy" on land, occa-
sioning less drain on soil resources than many other crops,
and since genetic research in connection with the plant
itself is really only in its infancy, there is every probability
that both its productiveness and its tolerance to growth
conditions will be improved.
MR. C. P. EUGÈNE SCHNEIDER
From Engineering (London), November 27, 1942
Very many people in all walks of life in France, and the
numerous friends he had in this country, will have learned
with deep regret of the sudden death of Mr. Charles Prosper
Eugène Schneider, which occurred in Paris on November 17.
Mr. Schneider was the grandson of Mr. Joseph Eugène
Schneider, the founder of the works at Le Creusot, and was
born in that town on October 29, 1868. He had been head
of the firm of Messrs. Schneider et Compagnie for over 40
years and we have no doubt that his death was hastened by
the fact that all his firm's establishments, at Le Creusot,
Chalon-sur-Saône, Paris, Le Havre, Caen and Bordeaux,
were occupied by the enemy as a result of the events of
June, 1940, and that the works at Le Creusot were subjected
to a heavy daylight air attack by the Royal Air Force on
October 17. Moreover, he had never fully recovered from
the blow caused by the death of his eldest son, Mr. Paul-
Henri Schneider, who was killed in 1917 over the enemy
lines when serving in the French Air Force. Mr. Schneider's
two other sons also served in the war of 1914-18.
Over a period of many years, and mainly under the ad-
ministration of Mr. C. P. Eugène Schneider, the company
greatly extended its scope and kept fully abreast of the
times. New Works were built and interests in others, both
in France and abroad, were acquired. It is interesting to
note that as early as 1876, Messrs. Schneider started the
manufacture of all-steel armourplates, while they have been
long renowned for the excellence of their artillery. It would,
however, be a mistake to consider the firm and its late
head as having been employed mainly upon the design
and manufacture of munitions of war. This is very far from
being the case, since prior to the outbreak of hostilities, at
all events, their ordinary industrial products were much
more numerous than their manufactures of war material.
The former covered a wide range, including the rolling of
merchant bars, plates, sheets, and sections, and the con-
struction of bridges, piers, locomotives, electrical machinery
and plant, internal-combustion engines, steam turbines and
other mechanical and civil engineering work. Moreover, Mr.
Schneider and all the members of his family have always
appeared to attach as much importance to the benevolent
institutions which they established at Le Creusot at their
own expense, as to the actual manufacture of iron, steel
and the products derived therefrom. These institutions in-
clude first-rate arts and crafts schools ; a hospital staffed by
eminent surgeons, doctors and nurses; dwelling houses at
cost price on easy terms; and the provision of pensions, of
sports grounds, and of home for the aged and infirm.
Owing to the development of the firm, Le Creusot ceased,
some years ago, to be the central governing organization,
and Mr. Schneider found it necessary to reside in Paris and
to direct the business from the city, but that Creusot benevo-
lent institutions never ceased to function smoothly under
the careful attention devoted to them by him and his family.
Similar relations exist between master and man in other
establishments outside Le Creusot which have been acquired
by the firm.
For many years the Creusot works had at their disposal
iron mined at no great distance, sufficient to keep the blast
furnaces supplied. These iron-ore mines, however, became
exhausted some years ago and the blast furnaces gradually
ceased to function. The Creusot works had therefore to be
adapted to meet the situation, but they have never ceased
their activities in all other directions. After the war of
1914-18, Mr. Schneider acquired a controlling interest in
the Skoda Works at Pilsen, in Czechoslovakia, a venture
which was lost to the firm when Germany seized that coun-
try. A few years ago the firm also acquired what might be
termed a technical interest in Marine Industries, Limited,
of Sorel, in the province of Quebec, Canada. The Canadian
company is independent of Messrs. Schneider's establish-
ments, but entered into an agreement with them in regard
to technical collaboration, so that Messrs. Schneider sent
engineers and technical men to the Sorel works to assist in
the design and manufacture of various products.
INDUSTRIAL SAFETY AND MANPOWER
CONSERVATION
From Mechanical Engineering (New York), January, 1943
According to a recent statement, since Pearl Harbor
85,000 persons have been killed by accidents in the United
States and 7,700,000 have been injured. Of the fatal acci-
dents, 42,000 were to workers; and it is said that only one
out of eight industrial establishments is fully covered by a
safety programme. Even assuming it would be possible to
institute effective safety programmes to guard persons dur-
ing working hours, there would still remain the hazards of
street, home, and recreational pursuits which claim three
out of five workers.
Obviously, industrial safety is, in more than one sense,
a personal responsibility. No one seriously argues that em-
ployers have no responsibilities, but the modern tendency
of the public to regard all questions affecting their security
and welfare as obligations laid upon others — their govern-
ment and their employers, for example — and to assume that
safety regulations and compensation insurance relieve the
individual of the necessity of exercising prudence and
caution, is futile nonsense. No one has yet been able to
discover all the ways by which a fool may be saved from
the consequences of his folly. Safety is still, fundamentally,
a personal responsibility.
The toll of accidents which this nation has grown to
accept with callous disregard is brought into sharp relief
by comparison with recently published figures of civilian
casualties in air raids in Great Britain. These casualties,
from September, 1939, through September, 1942, totaled
103,379, of which 47,498 represented persons killed. The
population of Great Britain is, of course, much smaller than
that of the United States. The dramatic background of
war and aerial bombardment has greatly emphasized the
wastage and tragedy of human lives resulting from air raids.
Because we have stupidly grown accustomed to everyday
accidents we have no public concern over their importance
comparable to what we feel when the casualty lists of war
and bombings are made public. Yet the loss resulting from
the 42,000 fatalities among workers since Pearl Harbor must
be admitted to be a loss of production capacity which affects
our nation, for the most part needlessly, at a time when
manpower is being used to the limit in the defense of our
own way of life.
Industry must assume a large measure of responsibility
in the effort to reduce accidents. By intelligent study of
hazards to eliminate them as much as possible and by ad-
ministrative and disciplinary procedures, accidents can be
practically abolished. Many plants in the most hazardous
industries have gone for years without lost-time accidents
because they have made a business of industrial safety.
THE ENGINEERING JOURNAL February, 1943
89
Management and worker have co-operated to this end and
are equally proud of fine records. What has led to the
spoiling of some of those records lately has been the increase
in production, the change in the kinds of work done, and
great numbers of new workers and supervisors- that have
been employed.
Mounting accident wastage at a time when production
facilities and manpower have been strained to the limit
has led the President to call upon the National Safety
Council "to mobilize its nation-wide resources in leading a
concerted and intensified campaign against accidents."
Accordingly, the Council has organized the War Production
Fund to Conserve Manpower, of which William A. Irvin,
former U.S. Steel Corporation president, is chairman and
Thomas W. Lamont, of J. P. Morgan and Company, is
treasurer. A five-million dollar fund is being raised and a
national committee of 600 is being formed. Detailed plans
for re-energizing the safety movement have been laid. New
safety councils in war-production centres, training pro-
grammes in public schools, trade schools, and engineering
colleges, and public education by means of the press and
the radio are contemplated.
FAST FIGHTERS
From The Engineer, (London), December 11, 1942
So frequently does one read of some new wonderful per-
formance in speed or climbing capacity of the latest fighter
aircraft that one cannot but wonder whether the pace can
last. It is not merely that speeds have risen since the last
war from the neighbourhood of 150 to 400 miles an hour,
but that nearly the whole of this immense advance has been
concentrated in the last ten years. The increase in engine
power alone has not done this, since to force the aeroplane
of the day from 150 to 400 miles an hour would require be-
tween ten and twenty times the power, whereas the actual
improvement, great as it is, would not be much over four
to one. Most of the change has been due to improvements
in the airframe, partly to the drastic alteration from biplane
to monoplane construction, with its absence of struts and
therefore of wetted area and of aerodynamic interference
in the streamline flow, partly to the use of undercarriages
that can be tucked up, and partly to the meticulous cleaning
up of all excrescences, including miscellaneous instrumental
gear formerly carried outside. In a lecture given before the
Lilienthal Gesellschaft just before the present war, Dr.
Heinkel, the aircraft designer, estimated that whereas six
years earlier nearly 40 per cent of the total drag was caused
by struts, exposed landing chassis and the like, by 1938
the whole of this had disappeared. So aerodynamically clean
are aircraft now that even the gun mountings and turrets
do not usually reduce top speed by more than a few miles
an hour.
It is worth considering how much further the aircraft
designer can go. Little of such a character as instantly to
strike the eye seems left to him, but there is a good deal
that is less obvious. Rivet heads, when not finished
flush, cause an extra drag that can and must be avoided;
new wing shapes in which the air stream follows the contour
further back than used to be the case are a vitally important
field of study, since success in this direction at once puts
down the drag. Bold pioneers, in Germany as well as else-
where, have experimented with methods of sucking the tur-
bulent air into the wing, or, in the alternative, of blowing
it backwards, in order to reduce still further the wing re-
sistance which accounts for some half of the total resistance
of the modern aircraft. Engine power is being steadily pushed
up at the same time, and the end of that endeavour is far
from being in sight. But with all these possible developments
and other which cannot be mentioned, and some still no
doubt to be discovered, a very steep hedge is being ap-
proached. If the drag invariably rose at no steeper rate
than the square of the speed, a change from 400 to 600 miles
an hour would merely lead to a drag increase in the ratio
of 16 to 36, but owing to the close approach of the higher
of these two speeds to the velocity of sound — the highest
speed at which any sudden disturbance in the air can move
itself away — the actual increase in drag, as many wind
tunnel tests have shown, is likely to become tenfold, and
no ordinary increase of engine power, however substantial
in itself, can surmount such a barrier, especially when the
airscrew efficiency is known to drop substantially once this
range of speed is entered. The search for a way around or
over this hedge is assiduous.
The new German fighter, "FW190", has shown a remark-
able capacity for climbing fast, and the Junkers "86" has
an unusually high ceiling but even these improvements,
considerable as they are, have not given either craft appre-
ciably greater safety when in combat with the R.A.F. Many
"FW190s" have been shot down and we note that over the
African fighting zone at least three Junkers "86s", although
flying close to their lofty ceilings, have been engaged and
destroyed by our indomitable "Spitfires". An exceedingly
high ceiling may indeed be useful for photographic aircraft
and well worth striving for, but for bombers hardly at all,
since little surplus lifting capacity is possessed by any air-
craft built for stratospheric flying. Despite, therefore, the
technical skill of the German designers, we have ample
reason to feel confidence in our own men — designers, con-
structors and flyers alike. What the future has in store is
always and everywhere carefully concealed, but each time
the curtain is drawn slightly aside we realise how effectively
each move of the enemy is matched, and more than matched,
by our side in this Homeric contest. In air warfare quality
counts even more than quantity, but the lead in quality
once assured, the advantage of overwhelming numbers is
one which steadily mounts. The crisis of the war seems to
be close upon us, and as engineers we are justified in feeling
as well served in the technical efficiency of our fighting
equipment as we are in the Air Force that so confidently
uses it. In the severe air fighting that lies immediately
ahead the performance of the R.A.F. will, we feel sure, to
borrow Mr. Churchill's modest but confident phrase, be
"well worth watching"!
AXIS DEPRIVED OF NORTH AFRICAN GOODS
From Trade and Engineering (London), December, 1942
The allied advance in North Africa and the Mediter-
ranean has had some noteworthy economic effects. Not the
least important is that between 200,000 and 300,000 tons of
merchant shipping will be taken over by the allies. About
120,000 tons were tied up in ports there, and another 120,000
tons represent one-third of the tonnage which is estimated
to have been operating between France and North Africa.
The enemy will lose not only this useful shipping but also
quantities of goods which the vessels helped to bring from
North Africa and over three-quarters of which were seized
for war purposes
These products included minerals, phosphate rock, vege-
table oils and seeds, grain, and other foodstuffs. Hitler in-
creased his imports of iron-ore from North Africa nearly
eight-fold in 12 months. It is of special quality with very
low phosphoric content and represent about 16 per cent
of the total Axis consumption of this high-grade material.
While alternative supplies may be available from Sweden,
Spain and Norway, the two first-named have a habit, which
seems likely to prove awkward for the Germans, of requiring
payment. Moreover the journey which Swedish ore has to
make is rendered very hazardous by the activities of the
Allies. Good quality ore is also available in the Donetz
Basin, but not easily, because of shortage of man-power
and difficulties of transport. Similarly the cutting off of
other products will accentuate Nazi troubles and deficiencies
The new situation in French West Africa should make
useful supplies available to the United Nations and deny
them to the enemy. Such products include a number of
vegetable oils, notably groundnut and palm oil, (reported
to have been used in fuelling submarines at Dakar), fibres,
gums, hides and skins, rubber, and tapioca.
90
February, 1943 THE ENGINEERING JOURNAL
LARGE WATER TREATMENT PLANT
FOR CHICAGO
From The Engineer, (London), December 4, 1942
While Chicago, with 1,500,000 population, has the vast
reservoir of Lake Michigan as a source of water supply,
the south end of the lake is subject to serious pollution,
especially with sewage and industrial wastes from a group
of manufacturing cities. As a result of this condition, the
city has nearly completed a filtration and treatment plant
having a capacity of 320 million gallons daily, and estimated
to cost £5,400,000. This will serve only the southern section
of the city, and eventually two somewhat similar plants
will be required. Two special features are its construction
as a pier or structure extending into the lake, and its use
of a novel treatment by the sodium-silicate conditioning
process. This process, developed in the experimental studies
for the plant, serves to toughen or consolidate the coagulated
matter, thus making it possible to use smaller settling basins
and higher filtration rates, and consequently reducing the
cost. Water is taken through shafts about two miles from
shore, and pumped to a head of 18 ft. above lake level,
there flowing by gravity through the filtration and treatment
works. Chemicals are to be added as the water flows through
a channel equipped with agitators for rapid distribution,
and then a channel so fitted with baffles as to ensure a
uniform velocity of flow in the entire depth of the stream
of water. The settling basins are of two-storey design. There
are eighty filters of 1,400 square feet area, with a depth of
13 ft. 6 in., and each having a capacity of 4,000,000 gallons
daily. The gravel, graduated in sizes from 1/12 in. to 23^ in.,
will be about 20 in. thick, covered with two feet of sand.
Chemicals will include alum, iron compounds, lime, ammo-
nium sulphate, activated carbon, sodium silicate, sulphuric
acid, and possibly sodium- hexametaphosph ate. In addition,
the chlorination equipment includes fourteen chlorinators
having maximum capacities of 300 lb. to 2,500 lb. per
twenty-four hours. Beyond the main pumping plant, the
works are divided into three identical units.
THE "AUSTERITY" LOCOMOTIVES
From The Engineer, (London), November 27, 1942
Notices have- appeared in the Press about the locomotives
specially designed by the Ministry of Supply for the use of
the British Army, and a few details of a technical character
will be welcomed by engineers.
The design is of the most simple description and is gov-
erned by the availability of materials and labour. The em-
ployment of steel castings is strictly limited, and compli-
cated forgings are avoided wherever possible. Constructional
details are reduced in number to the lowest limit consistent
with efficient working, and as far as possible renewable parts
are duplicate with those of L.M.S.R. standard locomotives.
Materials will be the best obtainable of their respective
kinds, and tests are to be in accordance with British Stand-
ard Specifications so far as these are applicable. Workman-
ship will be of the highest standard throughout.
The boiler barrel is parallel and the fire-box casing of
the round-topped type. The fire-box is to be of copper,
stayed to the outer casing by steel water space stays riveted
over on the inside only, and by copper stays in the breaking
zone, riveted over both inside and outside. The crown is
to be supported by steel direct stays screwed and riveted
over at both ends. The boiler as a whole follows good modern
practice.
The main frames are to be of steel plate and the stretchers
are to be of flanged plates and fabrications, while the smoke-
box saddle will be of cast iron. The stretchers will be secured
to the frames either by turned and tightly driven bolts or
by hot steel rivets closed by hydraulic pressure.
The cylinder block is of cast iron, and the slide bars,
made of steel, will be of the double overhead type to suit
the "Laird" type, of crosshead, which is to be a steel casting.
The slide blocks will be of cast iron lined with white metal.
The pistons will be of the box type, of cast iron, each with
three narrow rings of cast iron. The valve gear is to be
Walschaerts, operating piston valves arranged for inside
admission. Holes with wearing surfaces will be fitted with
cast iron bushes, and hand screw reversing gear arranged
for left-hand drive is to be fitted.
The driving wheel centers are to be steel castings, and
those of the leading intermediate, and trailing wheels of
cast iron, all with balance weights incorporated in the cast-
ings. Tyres will be fitted to the coupled wheels only.
The springs will be of the laminated type.
Steam brakes will be fitted to the engines, with dual
automatic brake apparatus for train working.
Steam sanding will be arranged at the front of leading
and front and rear of driving wheels. The boxes are to be
of fabricated plate with cast iron lids.
The two-wheel truck at the front end of the engine will
be of the three-pin swing-link type. The wheels, which also
incorporate the tyre section, will be of disc form and made
of steel, forged and rolled.
For lubricating the cylinder barrel and steam pipes a
sight-feed lubricator having four feeds will be provided.
Other important points requiring lubrication will be
siphon fed.
Tender
The wheels of the tender, which also incorporate the
tyre section, will be of disc pattern and made of cast iron
chilled on the tread. All the wheels of the tender will be
braked by steam and hand brakes, and for train working
dual automatic brake apparatus will be fitted. The brake
rigging will be compensated.
Leading particulars of the locomotive and tender are
given in the accompanying table.
The tank will be of welded construction throughout.
The fuel space will be so arranged as to make the bunker
self-trimming.
Engine
Cylinders 19 in. dia. by 28 in. stroke
Coupled wheels 4 ft. 83^2 m- diameter
Front bogie wheels 3 ft. 2 in. diameter
Coupled wheel base 16 ft. 3 in.
Rigid wheel base 16 ft. 3 in.
Total wheel base 24 ft. 10 in.
Heating surface:
Tubes 1,512 square feet
Fire-box 168 square feet
Total 1,680 square feet
Superheater surface 338 square feet
Grate area 28.6 in.
Working pressure 225 lb. per square inch
Tractive force, 85 per cent
working pressure 34,215 lb.
Tender
Tank capacity 5,000 gallons
Fuel capacity 9 tons coal
Wheels 3 ft. 2 in. diameter
Wheel base 15 ft. 9 in.
Engine and Tender
Wheel base 53 ft. 1% in.
Estimated Weights
Engine in working order About 72 tons
Tender in working order About 56 tons
Approximate weight distribution
in working order:
Truck axle 10 tons
Coupled axles 1534 15^, 15J4 15H tons
Tender axles 14, 14, 14, 14 tons
THE ENGINEERING JOURNAL February, 1943
91
From Month to Month
HONORARY MEMBERSHIP FOR PROFESSOR
WEBSTER
All those members who had contact with Professor Fred
Webster of London, England, during his stay in Canada,
will be delighted to know that Council has elected him an
Honorary Member of the Institute.
Not many people more adequately meet the requirements
for this honour than does Professor Webster. His services in
many parts of the world, both in practice and in instruction,
have done much to enhance the prestige of the engineer.
The wide dissemination in Canada of his expert knowledge
on effects of bombing was made possible only by real
sacrifices of time and effort on his part.
Prof. F. Webster, Hon.M.E.I.C.
Professor Webster's quiet, modest manner did much to
conceal from the public the breadth of his experience and
the depth of his knowledge and understanding. Even those
who were privileged to be with him most found it a rare
occasion upon which he talked about himself. One has
but to read the following sketchy biography to realize how
well he has kept to himself those things which most people
are inclined to display on any suitable occasion.
Professor Webster was graduated from the University of
Liverpool in 1913 with the degree of Bachelor of Engineer-
ing. His early experience was mostly on structural design
having to do with harbours and docks in many parts of the
world. He became assistant to the chief engineer of the
Mersey Docks and Harbour Board, but early in the war
left this work to enlist as an engineering officer. He served
in France with the B.E.F. as Commanding Officer with the
155th Field Company, R.E. During this service he was
awarded the Military Cross. He served for some time as
Captain and Adjutant, R.E., of the 16th Division, and
afterwards with the 156th Field Company R.E.
After the armistice he was engaged on the restoration of
railway lines in Belgium, and late in 1919 he returned to
his former work with the Mersey Docks and Harbour Board.
He joined the staff of the University of Liverpool as a
lecturer in civil engineering, which position he held until
1930. During this time he did much research work on the
failure of concrete structures and on the movements and
methods of stabilizing sands on the River Dee tidal basin.
In 1930 he became senior lecturer in civil engineering,
and later principal of the government Technical Institute
at Burma. In 1931 he joined the civil engineering staff of
University College, Rangoon, and by 1938 was professor of
engineering, and head of the Engineering Department of
the University. The University operated an Honours School
of Civil Engineering and Final Schools in Mechanical and
Electrical Engineering and Civil Engineering ; also diploma
courses in mechanical and electrical engineering.
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
In addition to teaching and administration, he was
responsible for the testing and standardization work in the
province, and he did much research work.
In 1939 he returned home on leave, and on the outbreak
of hostilities, joined the staff of the chief engineer of the
Ministry of Home Security, Sir Alexander Rouse, becoming
Deputy Chief Engineer, with the special care of structural
design and related experimental work for the large pro-
gramme of civil defence construction undertaken in Great
Britain. He has lectured extensively on this subject through-
out Great Britain and has been selected for important
official missions to other countries.
Professor Webster made many friends amongst Institute
members from coast to coast. He spoke to branches at
Halifax, Arvida, Montreal, Ottawa, Vancouver, Victoria
and Toronto and under Institute auspices, gave a three-day
series of lectures on the engineering features of defence
against bombing. This series and the complete notes which
were subsequently prepared by him for printing constituted
a huge undertaking but they were the means by which was
made available in Canada the most authoritative and up
to date information on this important topic.
It is in recognition of this service and of his own Stirling
characteristics that the Institute now honours him. In
honouring Professor Webster, the Institute is indeed
honouring itself.
INDUSTRIAL RELATIONS AND THE ENGINEERING
STUDENT
The Institute's Committee on Industrial Relations has
made inquiries at all Canadian universities where engineer-
ing is taught, to determine the amount of instruction that
is now given in this increasingly important topic. The result
shows a great variation, both in content and in degree. All
universities canvassed give some time to it, but no one
seems to offer a course that is both comprehensive and
specifically directed at industrial relations.
The survey indicates clearly that all universities are alive
to the changes in our economic existence, that make a study
of these matters of prime importance. The real difficulty is
to find a place on an already crowded curriculum, that
would permit of adequate instruction and study. It has been
suggested that the subject should be left for post-graduate
study or for extra curricula instruction. Both these sugges-
tions are worthy of study and investigation.
The following letter was sent to Canadian universities by
the Institute committee. It is published herewith as a
matter of interest to all members:
"To the Universities:
A short time ago we wrote to you enquiring into the
course in industrial relations as it applied to the engineering
students. At this time we also wrote to a number of other
universities and colleges in Canada and we are attaching
hereto, a summary of the replies. '
This matter has been the subject of extended discussion
in the Committee on Industrial Relations of The Engineer-
ing Institute of Canada and the committee desires to present
to you some thoughts relative to this matter.
The engineer in his work is dealing with materials and the
forces of nature, and naturally in the university training,
courses are developed to equip him from a theoretical and
practical standpoint so that he can solve practical problems
as presented to him during his career. There is, however,
another phase of the engineer's work that is receiving more
and more attention. Whether or not he is placed in adminis-
trative work, he must be able to work in the society of
92
February, 1943 THE ENGINEERING JOURNAL
other human beings in such a manner as to obtain the best
results. If he is placed in a managerial or administrative
position as is the case with most senior engineers, he is
confronted with all of those problems dealing with the
relations of human beings, individually and in groups; also
matters dealing with wage scales, and remuneration,
methods developed to protect employees in health and to
provide for their general security.
In viewing the courses in the universities, we have a
feeling that much has yet to be done to equip the young
engineer with the necessary fundamentals for dealing with
the human phase of his work, which incidentally is as
necessary, if not more necessary, than in dealing with the
material phase. It has been generally recognized that most
of the so-called failures among engineers who do not reach
positions of large responsibility and remuneration are due
to shortcomings on other than the technical side.
We would also raise the point that not only theoretical
phases of psychology and economics are important to the
engineer, but that their practical application is of paramount
importance. It is felt, therefore, that in presenting these
subjects to the undergraduate engineer, the practical
application should be kept well to the fore.
We would very definitely draw to your attention the
great desirability of giving adequate attention to the
subject of industrial relations in courses for undergraduate
or graduate engineers and should you desire, this committee
would be very happy to have the opportunity of discussing
it with you along detailed lines."
LATE DELIVERY OF JOURNALS
These days one becomes accustomed to the disjointing of
routines and habits that have been established over a
period of years. Some of these are serious; others are of
much less importance. Perhaps among these latter can be
included the increasing inconveniences attached to the
publishing of The Engineering Journal.
Many things continue to retard the monthly appearance
of the Journal — shortage of materials and labour being the
principal ones. Members have not complained, due doubt-
less to their appreciation of changing conditions, but
nevertheless an explanation is due.
Ordinarily the Journal appears not later than the tenth
of the month. Recently it has been from one to two weeks
late. The January number set a new record, and at the
moment of writing it is still not in the mail and the printers
cannot give any definite date. The fault seems to be a set of
conditions over which there is no control.
The Journal is not alone. Other publications, too, are
having difficulty, and it is possible that conditions may be
worse before they get better. The company doing the
printing and mailing is one of the largest and most highly
regarded in Canada, and is in as good a position as anyone
to overcome or meet the new conditions. Readers may be
assured that everything possible will be done to re-establish
the schedule but, in the meantime, it is only fair to express
appreciation of their patience.
RESEARCH WORK ENCOURAGED
To encourage research work in chemistry and chemical
engineering, the Shawinigan Chemicals Limited has
donated four thousand five hundred dollars to the Faculty
of Science of Laval University, at Quebec, distributed over
the next three years. This grant is to be used to establish
nine scholarships of $500 each, and the awards will be
known as "The Shawinigan Chemicals and Research
Scholarships." The scholarships will be awarded to chemists
and chemicals engineers doing post-graduate work at Laval
University.
The vital importance of continued research is well
utilized by Shawinigan Chemicals Limited, which has two
research departments employing over twenty chemists
devoted entirely to research. The history and achievements
of the company have amply proved the wisdom of its policy.
THE ENGINEERING JOURNAL February, 1943
WILLIAM KENNEDY, JUNIOR'
Since this article was written, news has come of the death,
on January 31st, of Mr. Kennedy. An obituary will appear in
the March issue.
The above title suggests a word of comment because it is
not the name of one of our younger members. On the
contrary, William Kennedy, Junior, has just celebrated his
95th birthday and is actually a very senior member. On
January 25th, he was good enough to receive the General
Secretary, the Assistant General Secretary and the Secre-
tary Emeritus, who called upon him at his home in order to
present the felicitations and good wishes of the Institute.
The deputation was heartily welcomed and found Mr.
Kennedy looking well and enjoying his well-earned leisure.
Born near Prescott, Ont., on January 4th, 1848, Mr.
Kennedy belongs to a large family many of whose members
have long been leaders in engineering progress in Canada.
In 1858, his father (the Senior William Kennedy) founded
the well-known engineering works at Owen Sound which
are still maintaining their reputations for hydraulic machin-
ery of high quality. After working with the firm for some
years, William Kennedy, Junior, came to Montreal in 1893
and established a consulting practice. During the following
thirty years he planned and supervised the construction of
a score of dams, waterworks, and hydro-electric power
plants, from Nova Scotia to British Columbia. His work
included consultation, advice, reports and valuation on
many questions of water power and supply.
In 1886 he took part in the movement which led to the
formation of the Canadian Society of Civil Engineers, and
with his older brother — who later became Sir John Kennedy
— joined that body on its establishment in February of the
following year. His long and successful professional career
ended with his retirement in 1925. Since then he has
travelled widely, and is still a member of the Institute and
a resident of Montreal. Institute members hope he will long
remain on our membership list.
William Kennedy, Junior, M.E.I.C.
93
ENGLISH HOSPITALITY FOR MEMBERS
OVERSEAS
The following letter from the secretary of the Institution
of Electrical Engineers (London, England) has special
interest for those members who are now and who may be
later in England, but it will be of general interest to the
whole membership. It is a splendid illustration of the co-
operative relationships which exist with our sister societies.
THE INSTITUTION OF ELECTRICAL ENGINEERS
Savoy Place
Victoria Embankment, London, W.C.2
_ . . „T . , „ 22nd December, 1942.
L. Austin Wright, Esq.,
General Secretary,
The Engineering Institute of Canada,
2050 Mansfield Street,
Montreal, Canada.
Dear Mr. Wright:
The arrangements which have been made to place the
facilities of The Institution at the disposal of engineers from
overseas have recently been under review, with the object
of ensuring that the members of sister Institutions abroad
and other engineers now stationed in this country, should
receive details of the meetings which it is open to them to
attend if they so desire.
There has, of course, already been correspondence
between us during the war on the subject of the reciprocal
extension of facilities for visiting members, and in my letter
of the 29th August, 1941, I referred to the Canadian Forces
and also to those Canadians who are here in civilian
occupations. As to the former an early contact with General
McNaughton on his arrival has been followed up and we
now have three links at Canadian Military Headquarters
to ensure that all those concerned in the various Units will
receive our programme of meetings. I have no doubt,
therefore, that members of your Institute who are in the
services here will be kept advised in this way.
With regard to those of your members who arc in Great
Britain in a civilian capacity, we are anxious to make sure
that they. also will be advised of the position and I am
wondering whether a note could be published in your
Journal drawing attention to the arrangements between the
two Institutions and advising any civilian members who
may be in this country to get into touch with me. If in
addition it would be possible for you to write direct on the
matter to those whose addresses here are known to you,
then I think we should be on much firmer ground in the
effort to make as many contacts as possible.
For my own part, in reference to the reverse operation of
the scheme, I enclose a list of our members who have gone
to Canada for war work since the list enclosed with my letter
of the 29th August, 1941, was drawn up. As previously
stated, it is difficult to compile a complete list as the visits of
some of our members are regarded with greater secrecy than
those of others and we do not always know the nature of
their visits. I shall shortly, however, be publishing a
reminder in our Journal of the arrangements with the
various sister Institutions abroad, and this will serve the
purpose not only of bringing the scheme to the notice of our
members already in Canada, but also to any others who are
likely to go there in the near future.
I should like to take this opportunity of sending to you
my very best wishes for 1943 and of expressing the hope
that your Institute will have a very successful year.
Yours sincerely,
(Signed) W. K. Bkashek,
Secretary.
Sometime ago negotiations with the three leading engin-
eering societies in England lead to reciprocal arrangements
being made whereby the members of the Institute in the Old
Country could enjoy the facilities of those institutions, and
their members in Canada could enjoy similar facilities with
the Institute.
All branches were notified of these arrangements and from
time to time, as they were received, names of Old Country-
engineers were forwarded to the branches concerned. These
branches have put the names on their mailing lists, and have
assured the visitors of a welcome at all meetings. In some
cases it has been possible to render a really special service,
and such opportunities are taken up with alacrity and
enthusiasm.
Branch officers and members are urged to remind persons
going overseas of these privileges. If names of such persons
are sent to Headquarters, the information will be forwarded
to the Institutions, and every endeavour will be made to see
that suitable ar angements are completed. It is a rare
privilege for Canadians to visit these old British institutions
which are the progenitors of similar societies in all parts of
the world.
The institutions at which members of the Institute will be
welcomed, in addition to the Institution of Electrical
Engineers, are the Institution of Civil Engineers, and the
Institution of Mechanical Engineers.
R.C.E. BAND
During the course of the annual meeting at Hamilton in
1941, a collection was taken to aid the Royal Canadian
Engineers at Petawawa in the purchase of instruments for
a band. This contribution was a substantial part of the
total required, but it was not until some time later that the
fund was completed.
For the Institute's part in this worthy objective, a framed
photograph of the band has been presented to Headquarters.
It is reproduced herewith. The inscription on the plate
reads :
"Presented to the Engineering Institute by (A 5)
C.E.T.C. of Canada in grateful acknowledgment of the
assistance given in forming this band."
T"^ é AJ^v^m™
Ai . ~s\*e3ai^ xNk i^ ^ \
*^9K7 "^ ^b*
lil?*^.
Royal Canadian Engineers Band
BIBLIOGRAPHY ON AUTOMATIC STATIONS
The fourth bibliography of technical literature entitled
"Bibliography on Automatic Stations, 1930-1941" is soon
to be issued by the American Institute of Electrical Engi-
neers. This publication sponsored by the AIEE committee
on automatic stations supplements earlier bibliographies on
the subject published previously in AIEE Transactions.
The entries in this bibliography are numbered consecu-
tively by sections and listed alphabetically by years. The
material is divided into the following sections: general;
supervisory and remote control ; telemeter and telemet ry :
automatic and remote-controlled switches and Bwitchgear;
automatic features of generating stations using fuels; auto-
matic boiler and combustion control, automatic hydro-elec-
tric plants; automatic substations.
The "Bibliography on Automatic Stations, 1930-1941"
is a 26-page pamphlet, 8^ x 11 inches. It may be obtained
from AIEE headquarters, ".33 West 39th Street, New York.
94
February, 1943 THE ENGINEERING JOURIS \1.
N.Y., at 25 cents per copy to Institute members (50 cents
to non-members) with a discount of 20 per cent for quantities
of 10 or more mailed at one time to one address. Remit-
tances, payable in Yew 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 ar-
rangements between the Institute and American Societies.
WASHINGTON LETTER
Our Washington correspondent, E. R. Jacobsen, m.e.i.c,
has recently left for Australia on a technical mission which
will probably take the better part of the next two months.
Preparations for his departure have prevented him from
contributing his monthly letter. It is hoped that on return-
ing he will have something of interest to readers of the
Journal.
Mr. Jacobsen is Engineering and Technical Assistant to
the Director, Commonwealth of Australia War Supplies
Procurement, at Washington. He is on loan from Dominion
Bridge Company, Limited, Montreal, where he was struct-
ural designer.
MEETING OF COUNCIL
A meeting of the Council of the Institute was held at
Headquarters on Saturday, January 16th, 1943, at ten
o'cIock a.m.
Present: President C. R. Young in the chair; Vice-
Presidents deGaspé Beaubien and K. M. Cameron; Coun-
cillors J. E. Armstrong, 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.
The general secretary reported that in accordance with
Council's instructions, he had sent to each member of
Council, with a request for comments or suggestions, a copy
of the proposed Canons of Ethics for Engineers as prepared
by a committee of the Engineers' Council for Professional
Development (E.C.P.D.). Replies received from seven
members of Council indicated a general approval, although
there was some feeling that the Canons were too numerous
and too detailed. One member of Council had submitted a
completely revised draft.
Mr. Pitts suggested that a small committee of possibly
three senior members should be appointed to consider the
replies received and prepare a memorandum covering the
Institute's recommendations for submission to E.C.P.D.
After some discussion it was decided to bring the matter up
for further consideration at the annual meeting of Council
in Toronto on February 10th.
The general secretary read a cablegram from Professor
Frederick Webster accepting election as an Honorary
Member, and expressing his great pleasure and appreciation
of the honour conferred upon him. He also read a letter from
Professor Webster extending greetings to the many friends
he had made during his recent visit to Canada.
The financial statement for the year 1942, as prepared by
the auditors, had been examined by the Finance Committee
and approved. The finances of the Institute were in excellent
condition in spite of certain substantial expenditures of an
unusual nature, such as the Webster lectures. The surplus
on the year's operations was the largest that had been
recorded for some time, and the collection of arrears of fees,
amounting to over $5,000.00 was perhaps the largest ever
recorded. It had been decided to set aside from the surplus
$2,000,00 towards a reserve for maintenance of the building,
and $1,500.00 towards a reserve for a building fund.
A letter from the Canadian Manufacturers Association
asking the Institute's approval of the Pay-as-you-Earn
Income Tax Plan had been received. The Association is
endeavouring to indicate to the government that this plan
is approved by a substantial number of citizens so that the
government may be influenced accordingly. The recom-
mendation of the Finance Committee that the Canadian
Manufacturers Association be given the support requested
was approved.
It was unanimously RESOLVED that W. H. Munro,
m.e.i.c, of Ottawa, be appointed chairman of a Striking
Committee, whose duty it is to make recommendations to
Council regarding chairmen for the various Institute com-
mittees for the year 1943. It was left with Mr. Munro and
the president-elect to name the other members of the
committee.
At this point, the president and the general secretary
retired from the meeting, and Vice-President Cameron
took the chair.
The following resolution was presented from the executive
of the Winnipeg Branch.
"The executive recommends that the American Stan-
dard Abbreviations for Scientific and Engineering Terms
as approved by the American Standards Association,
March, 1941 (ASA-Z101-1941) be adopted by the
Winnipeg Branch; and that the Secretary be instructed
to write Headquarters recommending these abbreviations
for consideration by Council with the view to adoption by
the Engineering Institute of Canada."
A letter from the secretary of the Canadian Engineering
Standards Association intimated that that body had
already adopted the American Standard Abbreviations but
that publication had been deferred pending a decision as to
whether or not certain items of a purely Canadian or
British interest should be added to the lists contained in the
A. S.A. standard.
In view of the fact that all Canadian standard specifica-
tions are now handled through the C.E.S. A., it was felt that
no action was necessaiy on the part of the Institute Council
or any of its branches. However, in order to clarify the
situation, it was unanimously resolved that Mr. Durley
and Mr. Trudel be asked to review the situation from the
time the Institute handled such specifications, and prepare
a memorandum for the records and for the information of
the Winnipeg Branch.
On returning to the meeting, President Young explained
to Council that he and the general secretary had just met
in the secretary's office with Mr. James Wilson, president
of the Shawinigan Water and Power Company. Mr. Wilson
had attended at the president's invitation in order to
receive from him a replica of the Julian C. Smith Medal.
The president had made this presentation knowing of the
co-operation and assistance given to the Institute by Mr.
Wilson and his company, and because of his particular
interest in the establishment of the Julian C. Smith Medal.
The replica was to serve as a personal record and a keepsake.
The inscription read as follows: "Presented to Mr. James
Wilson, a friend of the Institute and the immediate successor
to Mr. Smith as president of the Shawinigan Water and
Power Company."
The president commented on the value of the support
given to the Institute by commercial organizations. The
establishment by outright contribution or by endowment of
worth while objectives such as medals, prizes or scholar-
ships, was very helpful.
The following resolution was presented from the Canadian
Institute of Chemistry.
"That Council of the Canadian Institute of Chemistry
is in favour of recommending to the Honourable Minister
of Labour that the principle of compulsory transfer for
technical personnel should be adopted, and is of the
opinion that the views of the Engineering Institute of
Canada and the Canadian Institute of Mining and
Metallurgy should be sought as to their feelings for the
purpose of sending a joint recommendation."
After considerable discussion Council decided that in
THE ENGINEERING JOURNAL February, 1943
95
view of the proposed changes in National Selective Service
procedures and the government's policy towards conscrip-
tion, it would be inadvisable and ineffective to present a
resolution along the lines suggested.
The president reported that early in January he had had
a conversation with C. S. Kane, president of the Canadian
Institute of Steel Construction, in which Mr. Kane outlined
a proposal to institute some inquiry relative to the part to be
played in post-war reconstruction by the heavy industries.
In response to the president's suggestion Mr. Kane had
submitted a proposal in writing. This proposal was read to
the meeting by the general secretary. It suggested that as
the members of the Institute were interested in heavy
industry the Institute might care to name a representative
to a joint committee that might be established to investigate
this proposal.
Mr. Cameron pointed out that on Dr. James' Committee
on Post-War Reconstruction there is a member who
represents industry. The purpose in having him on the
committee is to have a contact with industry so that it
might be organized to fit into the other general activities.
Mr. Cameron suggested that Mr. Kane might get in touch
with this representative to see if his group of industries
could work along the same lines as other industries.
It was agreed that this whole proposal be submitted to the
Institute Committee on Post-War Problems.
It was noted that the next meeting of Council would be
held at the Royal York Hotel, Toronto, on Wednesday,
February 10th, 1943, convening at ten o'clock a.m.
A number of applications were considered, and the
following elections and transfers were effected :
ELECTIONS AND TRANSFERS
At the meeting of Council held on January 16th, 1943, the following
elections and transfers were effected:
Members
Allan, John Charles, b.a.sc, (Univ. of Toronto), asst. industrial
control engr., Canadian General Electric Co., Peterborough, Ont.
Howard, Ernest E., ce. & b.s., (Univ. of Texas), D.Eng., ,(Univ. of
Nebraska), senior partner, Howard, Needles, Tammen & Berquedoff,
cons, engrs., Kansas City, Mo.
Lundy, Homer Shannon, struct'l designer, H. G. Acres & Co., Niagara
Falls, Ont.
Pascoe, Thomas, (City & Guilds London Institute), senior asst. engr.,
M.D. No. 13, Suffield Experimental Station, Suffield, Alta.
Transferred from the Class of Junior to that of Member
Allaire, Lucien, b.a.sc, ce., (Ecole Polytechnique), asst. division
engr., Highways Dept. of Quebec, Metabetchouan, Que.
Anderson, Roderick Victor, b.a.sc, (Civil), (Univ. of B.C.), chief
dftsmn., Welland Chemical Works, Niagara Falls, Ont.
Baker, John Arthur, b.a.sc, (Univ. of B.C.), inspector, Canadian
Underwriters' Association, Toronto, Ont.
Bradford, George Allen McClean, b.sc, (Mech.), (Univ. of Sask.),
mech. designer, H. G. Acres & Co., Niagara Falls, Ont.
Brown, William Edward, b.a.sc, (Univ. of Toronto), wire rope engr.,
The B. Greening Wire Co. Ltd., Hamilton, Ont.
Craig, William Royce, b.sc, (Elec), (Univ. of Alta.), asst. engr.,
B.C. Sugar Refining Co., Vancouver, B.C.
Crain, Harold F., b.sc, (Queen's Univ.), vice-pres., Crain Printers
Ltd. Ottawa, Ont.
Ehly, Lucas Joseph, b.sc, (Chem.), (Univ. of Alta.), res. engr., Dept.
of Transport, Lethbridge, Alta,
Higgins, Edgar Clarence, asst. engr., Hydro Electric Power Com-
mission of Ontario, Toronto, Ont.
Johnston, Orval Ellsworth, b.a.sc, (Univ. of Toronto), designing
engr., Hydro Electric Power Commission of Ontario, Toronto, Ont.
Marcotte, Roland, b.s., (Sch. of Engineering, Milwaukee, Wis.),
operating engr., Saguenay Power Co. Ltd., Isle Maligne, Que.
McCann, William Neil, b.sc, (Civil), (Univ. of Man.), engr., McColl
Frontenac Oil Co., Toronto, Ont.
Oddleifson, Axel Leonard, b.sc (Elec), (Univ. of Man.), junior
engr., Winnipeg Electric Co., Seven Sisters Falls, Man.
Stead, Harry G., chief engr., E. Leonard & Sons, Ltd., London, Ont.
Tames, John Alex, b.sc. (Elec), (Univ. of Alta.), sales engr., Canadian
Westinghouse Co. Ltd., Vancouver, B.C.
Warkentin, Cornelius Paul, b.sc. (Civil), (Univ. of Man.), engr.,
Imperial Oil Co. Ltd., Sarnia, Ont.
Willis, Ralph Richard, b.sc. (Civil), (Univ. of N.B.), chief engr.,
Ross Engineering of Canada Ltd., Montreal, Que.
Transferred from the class of Student to that of Member
Peters, Henry F., b.sc. (Civil), (Univ. of Man.), (Fl./L.), Works
Officer, No. 12 S.F.T.S., R.C.A.F., Brandon, Man.
Ramsdale, Donald Osland Dallas, B.Eng. (Elec), (McGill Univ.),
Prob. Sub-Lieut., R.C.N. V.R., Halifax, N.S.
Transferred from the class of Student to that of Junior
Belle-Isle, Joseph Gérard Gerald, b.a.sc, ce., (Ecole Polytechnique),
P/O, R.C.A.F., St-Basile-le-Grand, Que.
Crook, Donald Gordon, b.sc. (Civil), (Univ. of Sask.), production
engr., Neon Products of Western Canada, Ltd., Vancouver, B.C.
Dick, William Arthur, B.Eng. (Mech.), (McGill Univ.), plant engr.,
American Can Co., Montreal, Que.
Edwards, Milton Chalmers, B.sc (Elec), (Univ. of Alta.), F/O,
signals officer, R.C.A.F., Winnipeg, Man.
Ellis, Gwillym Lionel Townshend, b.sc (Mech.), (Univ. of Sask.),
asst. engr., Weathermakers (Can.) Ltd., Toronto, Ont.
Hindle, Walter, b.sc. (Univ. of Alta.), erecting engr., Canadian West-
inghouse Co., Ltd., Hamilton,
Hugill, John Templeton, b.sc. (Chem.), m.sc. (Phys. Chem.), (Univ.
of Alta.), Capt., R.C.A., chief experimental officer, Experimental
Station, Suffield, Alta.
Ingram, Wallace Wellington, b.sc. (Elec), (Univ. of Man.), foreman,
lead and impregnating depts., Phillips Electrical Works, Montreal,
Que.
Jacobs, Clifford Roy, b.sc (Chem.), (Univ. of Alta.), asst. inspector,
at Atlas Powder Co. Plant, Joplin, Mo., for Inspection Board of
the United Kingdom and Canada.
Jones, David Carlton, B.Eng. (Mech.), (McGill Univ.), chief ground
instructor and chief link instructor, No. 5 E.F.T.S., High River,
Alta.
Klodniski, Nicholas Albert, b.sc. (Elec), (Univ. of Alta.), engrg.
dftsman., Canadian National Railways, Montreal, Que.
LaRivière, Marcel Gérard, B.Eng. (Civil), (McGill Univ.), junior
engr., Dept. of Public Works of Canada, New Westminster, B.C.
Marantz, Oscar, B.sc. (Civil), (Univ. of Man.), demonstrator, Faculty
of Engineering, University of Manitoba, Winnipeg, Man.
Mercier, Jules Mathias, b.a.sc, ce., (Ecole Polytechnique), meter
engr., Canadian General Electric Co., Peterboro, Ont.
Moule, Gerald William, b.sc. (Elec), (Univ. of Man.), elect'l. engr.,
Defence Industries Ltd., Montreal, Que.
McEown, Wilbert R., inspector of electricity and gas, Dept. of Trade
& Commerce, Winnipeg, Man.
Weston, Norman Owen, b.sc. (Elec), (Univ. of Alta.), illumination
engr., Canadian Westinghouse Co., Hamilton, Ont.
Wright, Austin Meade, B.Eng. (Elec), (McGill Univ.), Sub-Lieut.,
R.C.N.V.R., Overseas.
Students Admitted
Betnesky, Abraham David, (Montreal Tech. Inst.), dftsmn. Dominion
Bridge Co. Ltd., Lachine, Que., 3921 Drolet St., Montreal.
Gerrard, James Herbert, (Univ. of N.B.), 263 York St., Fredericton,
N.B.
Heinze, Laurence Sherwood, (Univ. of N.B.), 752 Union St., Freder-
icton, N.B.
Janigan, George Gregory, (N.S. Tech. Coll.), 705 Barrington St.,
Halifax, N.S.
McElwain, Donald Melvin, (Univ. of N.B.), 618 Brunswick St.,
Fredericton, N.B.
Muirhead, Charles Randolph, (Univ. of Man.), Kingsley Apts., Win-
nipeg, Man.
Tod, James Alexander, (Univ. of Toronto), Lundy Ave., Newmarket,
Ont.
Vaillancourt, Rosaire, (Ecole Polytechnique), 8131 Berri St., Mont-
real.
By virtue of the co-operative agreement between the Institute and
the Association of Professional Engineers of Saskatchewan, the fol-
lowing election has become effective:
Member
Hay, Charles Cecil, B.Eng., (Univ. of Sask.), refinery supt., Hiway
Refineries, Ltd., (Petroleum Products), Saskatoon, Sask.
96
February, 1943 THE ENGINEERING JOURNAL
Personals
Major-General G. R. Turner, M.c, D.C.M., m.e.i.c, has
been made "Companion of the Most Honourable Order of
the Bath." He is deputy adjutant and quartermaster-
general of the first Canadian Army overseas.
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 com-
missioned in September, 1915. He was promoted to captain
a year later. His subsequent appointments included regi-
mental and staff service and in May, 1918, he was promoted
to major. He was mentioned in despatches, awarded the
Distinguished Conduct Medal and the Military Cross and
bar.
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,
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
a Commander of the Order of the British Empire. He is
director of works and buildings at R.C.A.F. Headquarters,
Ottawa. Marshal Collard was born at Belmont, Ont., and
received his education at Kitchener. In 1906 he joined
Warren Bros. Company and rose from the position of
foreman to that of general superintendent when engaged
on construction work in the western provinces. In 1922-23
he was president and general manager of Warren Bros. Co.
at Honolulu, Hawaii. In 1924 he joined the staff of Carter,
Halls Aldinger Company Limited at Winnipeg and in
1927 he became vice-president of the firm. In 1933-34 he
organized the_Acadia Construction Company Limited,
Halifax and'became managing-director a position which he
still holds.
Ma jor-General G. R. Turner,
C.B., M.E.I.C.
Rear Admiral G. L. Stephens,
C.B.E., M.E.I.C.
Air Vice-Marshal R. R. Collard,
C.B.E., M.E.I.C.
he became 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 promoted
to colonel and later brigadier, and on formation of the
Canadian Corps was appointed deputy adjutant and
quartermaster-general of the corps.
Engineer Rear-Admiral G. L. Stephens, r.c.n.,
m.e.i.c, has recently been promoted from the rank of
engineer captain and, in the King's new year honours list, he
was made "Commander of the Most Excellent Order of
the British Empire." His promotion to Engineer Rear-Ad-
miral makes him the first Canadian to hold that rank.
Admiral Stephens was born and received his first naval
training in England. He joined the Canadian Naval Force
in 1910 as engine-room artificer. His advancement to the
commissioned rank came during the Great War and he has
since served as senior engineer on both coasts. In 1941 he
was appointed engineer in chief of the Royal Canadian
Navy and came to Ottawa in the Naval service, in the
Department of National Defence.
Air Vice-Marshal R. R. Collard. m.e.i.c, has been made
Air Vice-Marshal G. O. Johnson, m.e.i.c, who was
commanding officer at No. 1 Training Command, R.C.A.F.,
at Toronto, has been named commander of the Eastern*Air
Command at Halifax.
Major-General C. R. S. Stein, m.e.i.c, has recently been
promoted from the rank of Brigadier and named to succeed
Lieutenant-General E. W. Sansom to the command of a
Canadian Armoured Division overseas.
General Stein is an engineer officer of long experience and
at 46 is one of the youngest men of his rank in the army.
He joined the 6th Field Company of the Canadian En-
gineers, in the Non-Permanent Active Militia in 1914 as a
sapper and after graduating from the Royal Military
College was commissioned a lieutenant. From 1917 to 1919
he saw service in France and Belgium.
After the war he served as district engineer officer in
M.D. 5 (Quebec); attended the Staff College at Quetta,
India; he was promoted to major in 1931, and served at
Defence Headquarters. At the beginning of the war he was
confirmed in the rank of lieutenant-colonel and appointed to
command the engineer training centre. He went overseas in
1940 as an Assistant Adjutant General in personal services.
In 1941 he was appointed Adjutant and Quartermaster-
General of a Canadian Armoured Division, was made a
brigadier commanding a Canadian Armoured Brigade, and
then went to the General Staff, an appointment he held
until his new promotion.
George L. Watson, m.e.i.c, consulting engineer of New
York City, has been recalled to active duty in the United
States Army as a colonel.
THE ENGINEERING JOURNAL February, 1943
97
Paul A. Béique, m.e.i.c, was elected president of La
Chambre de Commerce de Montréal at the annual meeting
held last month. Mr. Béique is a native of Montreal and
received his early education at Collège Ste-Marie, Montreal,
and St. Charles College, Baltimore. He later undertook his
engineering studies at the Ecole Polytechnique, Montreal,
from which he received the degrees of Civil Engineer and
Bachelor of Applied Science, in 1906.
His first work was with a firm of engineers and architects.
Subsequently he accepted the position of draughtsman with
the Quebec, Montreal and Southern Railway.
In 1907, Mr. Béique joined the staff of Messrs. O'Brien
and Mullarkey, railway contractors, in the capacity of
inspector, and in the following year he was appointed
superintendent for the same company on construction of
the Quebec, Montreal and Southern Railway. In 1909, he
R. S. Eadie, m.e.i.c, is the newly elected chairman of the
Montreal Branch of the Institute. He is a graduate of
McGill University in the class of 1920, his engineering
course having been interrupted during his service with the
R.C.E. in the last war. In 1922 he received the degree of M.Sc.
from McGill. He lectured in the Faculty of Applied Science
of McGill until 1924 when he joined the Dominion Bridge
Company Limited as a designer. He became designing
engineer in 1935 and in 1937 he was appointed assistant
chief engineer of the company, a position he still holds.
Aimé Cousineau, m.e.i.c, has been appointed director of
the City Planning Department of Montreal, replacing
H. A. Terreault who died recently. Mr. Cousineau is
a graduate of the Ecole Polytechnique of Montreal, of
Massachusetts Institute of Technology and Harvard
University. He has been active for a number of years in
Paul Béique, M.E.I.C.
Aimé Cousineau, M.E.I.C.
R. S. Eadie, M.E.I.C.
became associated with a firm of civil engineers and land
surveyors who were engaged in private practice. In 1913 he
entered consulting work, and in addition to his general
practice was acting town engineer for the town of Ville
Lasalle, Que., and was a member of the Consulting Board
of the Metropolitan Commission of Montreal. He has since
carried out a successful practice, specializing in valuation
and municipal work. For several years he was a member
and later vice-president of the Montreal Tramways Corn-
mission.
Professor E. G. CuHwick, m.e.i.c, head of the Depart-
ment of Electrical Engineering at the University of Alberta
has been granted leave of absence from the university in
order to assume the position of director of electrical engin-
eering at Canadian Naval Headquarters, Ottawa, with the
rank of Commander (Electrical). Commander Cullwick was
born in England and educated at Cambridge University. He
served his apprenticeship with British Thompson-Houston
Company Limited, in England, and after his arrival in
( 'anada, in 1926, he took the test course with Canadian
General Electric Company at Peterborough, Ont. In 1928
he was appointed assistant professor of electrical engineer-
ing at the University of British Columbia. In the years
1934-1935 he lectured in electrical engineering at the
Military College of Science, Woolwich, Eng. He returned
to the University of British Columbia, in 1935, as assistant
professor of electrical engineering and in 1937 he became
professor and head of the Department of Electrical Engin-
eering at the University of Alberta.
Wing-Commander Denton Massey, M.P., m.e.i.c, is
now overseas. Until recently he had been posted for sonic-
time as Comm nding Officer of No. 3 Initial Training
School, R.C.A.F., Victoriaville, Que.
city planning work in Montreal and has lectured for many
years on the subject at the Ecole Polytechnique.
J. C. Aitkens, m.e.i.c, is now employed in the engineering
department of Ford Motor Company of Canada at Windsor,
Ont. Since 1937, he had been employed with Madsen Red
Lake Gold Mines Limited, at Madsen, Ont.
E. A. Beman, m.e.i.c, is chief engineer of the Chesterville
Larder Lake Gold Mining Company Limited at Kearns,
Ont. He was previously with Pandora Limited at Cadillac,
Que.
Henri Gaudefroy, m.e.i.c, a member of the teaching staff
at the Ecole Polytechnique, has been appointed secretary of
the Faculty and assistant to the Dean. Born in Montreal in
1909, Mr. Gaudefroy received his high school education at
Mont Saint-Louis College, in Montreal, and then studied
engineering at the Ecole Polytechnique from 1929 to 1933,
being awarded the degree of Bachelor of Applied Science.
After graduating from the Ecole Polytechnique he studied
for some time at the Massachusetts Institute of Technology,
which conferred upon him the degree of Sc.B., in electricity,
in 1934.
From 1935-1939 Mr. Gaudefroy was with the Bell
Telephone Company. Since 1939, he has been assistant
professor of mathematics at the Ecole Polytechnique. Mr.
Gaudefroy is chairman of the Membership Committee of
the Montreal Branch of the Institute.
N. I. Edwards, m.e.i.c, has joined the Royal Canadian
Naval Volunteer Reserve as Engineer Lieutenant. He has
been on the staff of Franklin Railway Supply Company of
Canada, Montreal, since 1924.
98
February, 1943 THE ENGINEERING JOURNAL
R. H. Moore, m.e.i.c, has left his position with Hudson
Bay Mining & Smelting Company Limited, Flin Flon, Man.,
and has joined the staff of Babcock-Wilcox & Goldie
McCulloch Limited, Gait, Ont.
Flying-Officer M. S. Layton, jr. e. i.e., was awarded the
D.S.O. last December. According to news which reached
here recently he was navigator on an aircraft escorting a
convoy. The crew fought off, during several hours, enemy
submarines and prevented them from attacking the convoy.
2nd Lieutenant J. E. Beamish, jr. E. i.e., has left his
position with the Dominion Experimental Station at Swift
Current, Sask., to enlist and is at present training with the
R.C.E. at Chilliwack, B.C.
J. M. Thomas, Jr. e. i.e., lately of Montreal is now located
at Pictou, N.S., with Foundation Maritime Limited,
Shipbuilding Division.
G. F. Webster, s.e.i.c., is at present serving as a lieutenant
with the R.C.E. He graduated from the University of
Saskatchewan in 1942.
Obituaries
D. Hutchison, M.E.I.C.
The new chairman of the Edmonton Branch
VISITORS TO HEADQUARTERS
R. E. McMillan, m.e.i.c., Aluminum Company of Canada
Limited, Arvida, Que., December 30th, 1942.
Ls. P. Cousineau, m.e.i.c., Dufresne Engineering Com-
pany, Passe Dangereuse, Que., January 6th, 1943.
P/O. M. L. Papineau, jr.E.i.c., R.C.A.F., Cap de la
Madeleine, Que., January 6th.
Gustave St-Jacques, m.e.i.c, Public Service Board,
Quebec, January 6th.
P/O. J. A. Lamb, jr. e. i.e., Saskatoon, Sask., January 21st.
Lieutenant Jacques Leroux, m.e.i.c., Petewawa, Ont.,
January 21st.
P/O I. H. Wilson, School of Aeronautical Engineering
Lethbridge, Alta., January 21st.
J. A. Reynolds, m.e.i.c., Department of Munitions and
Supply, Army Engineering Design Branch, Ottawa, Ont.,
January 21st.
Colonel Edward C. Thorne, m.e.i.c., N.D.H.Q., Ottawa,
Ont., January 25th.
D. S. Thomas, m.e.i.c., Mining Engineer, Toronto, Ont.,
on January 26th.
J. A. Van den Broek, m.e.i.c, Professor of Engineering
Mechanics, University of Michigan, Ann Arbor, Mich.,
U.S.A., January 26th.
Lieut. C. W. Elliott, R.C., jr. e. i.e., Calgary, Alta.,
January 30th.
W. E. Brown, m.e.i.c, Secretary-Treasurer of the Hamilton
Branch of the Institute, Wire Rope Engineer, Sales Depart-
ment, The B. Greening Wire Company Limited, Hamilton,
Ont., January 30th.
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
Jacques Nessim Aggiman, m.e.i.c, died on July 22, 1942,
in Washington, D.C. He was consulting engineer and
owner of Aggiman Engineering & Construction Company
at Ankara, Turkey. Born on March 7, 1892 at Monastir,
Turkey, he received his engineering education at McGill
University, Montreal, where he graduated as a B.Sc. in
1917. Before attending McGill he worked as a draughtsman
from 1911 to 1915 with the St. Lawrence Bridge Company,
at Montreal, on the Quebec bridge project. In 1916 and
1917 he was a designer with St. Lawrence Pulp & Lumber
Company at Chandler, Que. Upon graduation he joined the
Ha-Ha-Bay Sulphite Company at Port Alfred, Que., as
superintendent of construction on the pulp mill. In 1919-
1920 he'was chief engineer of the company.
From 1921-1924 he was chief engineer of construction
for the Standard Oil Company of New York in the Near
East. In 1924 he established a consulting practice at
Constantinople and later founded the contracting firm of
which he was still the owner at the time of his death.
During his engineering career in Turkey, Mr. Aggiman
was connected with the design and construction of several
public buildings such as the palace of the president of the
Turkish Republic, several embassies buildings as well as
commercial buildings. In particular he was retained as
consulting engineer and contractor for the Turkish Par-
liament, the Ministry of Works and Buildings of Great
Britain, various diplomatic missions and the Embassy of
the United States. He held decorations from the Govern-
ment of Yugoslavia and Persia.
Mr. Aggiman joined the Institute as a Student in 1916 and
transferred to Junior in 1917. In 1919 he transferred to
Associate member and became a Member in 1929.
Ernest M. Archibald, M.E.I.C.
Ernest M. Archibald, m.e.i.c, died suddenly at his home»
at West Palm Beach, Florida, U.S.A., on September 19»
1942. A native of Nova Scotia, he was graduated from
McGill University in the '99 Science class, with honours.
In 1900 he joined the engineering department of Crocker-
Wheeler Company at Ampere, N.J. From 1901 to 1904 he
was employed with the American Locomotive Company at
Richmond, Virginia, and in 1905 he returned to the Crocker-
Wheeler Company at St. Louis, Missouri, as a sales engineer.
In 1906 he went to the Dominion Coal Company at Glace
Bay, N.S., as electrical engineer and assistant mechanical
engineer, at the inception of the electrification of the col-
lieries. He then went over to Europe, where he spent much
time studying and investigating the latest developments in
industrial power and colliery practice. In 1912, Mr. Archi-
bald turned his attention to general contracting, and carried
THE ENGINEERING JOURNAL February, 1943
99
out a number of important contracts, such as the successful
completion of the substructure of the Annapolis Bridge,
also the Moncton, N.B., bridge substructure, which was a
difficult compressed-air undertaking and carried out under
extreme tidal conditions, and said to be one of the most
difficult projects ever undertaken. Mr. Archibald also built
100 miles of macadamized highway under contract with the
Nova Scotia Highway Board, and carried out the entire
paving programme for the city of Halifax for the season
of 1922. He then returned to the contracting business, and
became associated with the E. F. Power's Construction
Company of Saint John, N.B. In 1926 the .firm moved to
Florida and entered into the construction of highways and
bridges throughout the State. From 1928 to 1934 they con-
structed many miles of levees on the Mississippi River, with
the then new electrical dirt moving equipment.
As Power & Archibald Inc. they were engaged in road
building, and later in airport Construction work throughout
the State. At the time of Mr. Archibald's death, Power &
Archibald Inc., were constructing an airport at Homestead,
Florida.
Mr. Archibald joined the Institute as an Associate Mem-
ber in 1906. He became a Member in 1940.
C. D. Harrington, M.E.I.C.
Conrad Dawson Harrington, m.e.i.c, vice-president and
general manager of the Anglin-Norcross Corporation Limit-
ed, Montreal, died at the hospital in Montreal, on January
26, 1943, after a short illness. Mr. Harrington was born at
Montreal on November 17, 1884, and received his early
education at the Montreal High School. He entered the
Royal Military College at Kingston in 1902 and completed
his engineering studies at McGill University where he was
graduated as a B.Sc. in 1907.
He became associated with the Anglin-Norcross concern
upon his graduation, when it was known as Byers and
Anglin. Later, the firm became known as Anglins Limited
and Mr. Harrington was appointed vice-president. When
the new firm Anglin-Norcross Corporation Limited was
established he became vice-president and chief engineer.
Among the notable engineering projects carried out by
the company, under Mr. Harrington's supervision, are the
Royal York Hotel in Toronto, the Canadian Bank of Com-
merce building also in Toronto, the church of St. Andrews
and St. Paul in Montreal, the Supreme Court building in
Ottawa, the Chateau Frontenac in Quebec and the Imperial
Tobacco Company Limited buildings in Montreal.
The firm of which Mr. Harrington was general manager
has taken a very active part in the construction programme
for industrial expansion in Canada since the beginning of
the war. Mr. Harrington has been responsible particularly
for the expansion of the Quebec arsenal, and in the words
of the Honourable C. D. Howe, Minister of Munitions and
Supplies "There is no doubt that his untiring efforts to
rush through that important job affected his health."
Mr. Harrington was a former president of the Montreal
Board of Trade and of the Canadian Construction
Association. He was president of Anglin-Norcross Quebec
Limited and Anglin-Norcross Ontario Limited. He also
served on the Canadian board of directors of the Yorkshire
Insurance Company Limited.
Mr. Harrington joined the Institute as a Member in 1940.
James Shanly, m.e.i.c, died suddenly at Kenogami, Que.,
on December 18, 1942. He was born at Montreal, Que., on
January 5, 1897, a son of the late James Moore Shanly,
widely-known engineer. Educated first at the local schools,
he entered McGill University to study engineering. In 1916,
however, he broke off his course to enlist with a unit of the
Royal Canadian Engineers, going overseas with the rank of
lieutenant.
Returning to Canada in 1919, the late Mr. Shanly entered
the service of Price Brothers Company Limited at Keno-
gami, Que., as a draughtsman. Later he became field
engineer on construction and maintenance of the plant and
townsite. In 1926 he was appointed assistant to the mechan-
ical superintendent and, in 1931, he became assistant general
superintendent. Later he was appointed to the position of
manager of the paper division. During his residence at
Kenogami he became a strong supporter of all the activities
of the community and, at the time of his death, he was head
of the Canadian Red Cross Society in the Lake St. John
district.
Mr. Shanly joined the Institute as a Junior in 1920 and
was transferred to Associate Member in 1933. He became a
Member in 1940. He was chairman of the Saguenay Branch
of the Institute in 1935.
Lewis Stockett, m.e.i.c, died in the hospital at Vancouver,
B.C., on December 19, 1942. He was born at Ashland, Penn.,
U.S.A., on March 31st, 1861. He received his education in
the local high school and under private tutors. In 1875 he
entered the office of the division engineer of the Lehigh
Valley Coal Company for the purpose of studying mining
engineering. He remained with this firm until 1882 when he
was appointed engineer of the Westmoreland Coal Co. near
Pittsburgh, Pa. In 1884 he was appointed superintendent
of the Park Collieries in the anthracite region, Park Place,
Pa., and in 1887 became chief engineer of the Consolidated
Coal Co. at St. Louis. He remained there until 1891 when he
went into private engineering practice in Illinois. In 1892
he became secretary-treasurer of the Wabash Mining
Company, in Indiana, and held this position until 1895,
when he went to the Great Northern Railway as mining
engineer. From 1897 until 1904 he was general manager of
the Great Northern Coal Mines at Great Falls, Mont.
Then he came to the Calgary district in 1905 as manager
of the Canadian Pacific Railway's Bankhead coal mines,
near Banff.
He was also manager of the company's mines at Hosiner,
B.C., and in 1912 he was appointed general superintendent
of the coal mines branch of the Department of Natural
Resources and came to Calgary to reside.
After his retirement in 1929 he lived for several years at
the Ranchmen's Club at Calgary and travelled extensively
through England and Scotland, the United States and to
Hawaii. He always took a keen interest in community
affairs and was a member of the Calgary Board of Trade,
of the Ranchmen's Club and the Calgary Golf and Country
Club. He went to live at Vancouver in 1932.
Mr. Stockett joined the Institute as a Member in 1916.
Charles Taylor, m.e.i.c, died suddenly at his home at
Selkirk, Man., on December 11, 1942. He was born in
London, England, on June 25th, 1872. From 1896 to 1900
he was employed with Canadian Pacific Railway at Win-
nipeg and Moose Jaw. From 1901 to 1902 he was engaged
in bridge construction with the Canadian Northern Railway.
He joined the Department of Public Works of Canada in
1903 and worked on design and construction in Manitoba
100
February, 1943 THE ENGINEERING .JOURNAL
until 1911 when he was appointed superintendent of
dredges for the Department in Manitoba, Saskatchewan
and Alberta. In 1920 he was appointed engineer for the
town of Selkirk, Man., which position he held until his
death.
Mr. Taylor joined the Institute as an Associate Member
in 1912 and in 1940 he became a Life Member.
H. E. Wingfield, M.E.I.C.
Harold Ernest (Pat) Wingfield, m.e.i.c. — The death of
"Pat" Wingfield, on January 14th, 1943, removes from the
ranks of the profession, and from the ranks of good citizen-
ship, one of the most likeable and useful persons in Canada.
At the age of forty-two, in the midst of a multitude of
activities, of which he was an essential part, he succumbed
to an illness which for a long time he had hidden from all
but a few friends and relatives. Medical authorities had
advised him to retire in order to lengthen his days, but he
chose to go on to the end, making his contributions to the
many causes in which he was interested. Had he chosen
otherwise, he would not have been true to himself.
H. E. Wingfield was born in England, and came to
Canada at the age of nine. He attended public and high
school at Dunnville, Ontario, and entered the University
of Toronto in 1919, graduating with honours as a Bachelor
of Applied Science in Electrical Engineering with the famous
class of '23.
Upon graduation he joined the engineering staff of the
Turnbull Elevator Company, Limited, at Toronto, remain-
ing there until 1933, four years of this time being spent at
Winnipeg as branch manager. Upon his return to Toronto
he was made sales manager of the company. In 1933 he
became industrial engineer with the Toronto Industrial
Commission. At the tirne of his death he was vice-president
and director of sales, advertising and purchases, with the
Imperial Rattan Furniture Company, Limited, Stratford.
He was also vice-president of V. H. Mclntyre, Limited,
of Toronto.
No mere chronological account of education and business
experience can give any conception of the full life lived by
Pat. Successful in all his business endeavours, he still had
time to devote to unselfish interests. To his intelligence,
energy and enthusiasm many societies owe much of their
success, and his departure will leave them all with an irre-
parable loss. It is to be hoped that in each instance some
person, fired by the inspiration and attainments of his
predecessor will arise to carry on the good work. He would
wish it so.
Among the varied interests just mentioned can be
included the Boy Scouts Association, of which he had been a
district commissioner, the Engineering Alumni of the
University of Toronto, the Kiwanis Club, and the Church
of England. He was buried in the uniform of the Boy
Scouts, and Dr. Cody, President of the University of
Toronto, assisted in the ceremony.
The Engineering Alumni was particularly fortunate in
receiving a large portion of his attention. Many of the good
works accomplished within the last ten years, were inspired
and carried out under the impetus of his enthusiasm and
energy. Starting in 1933 as treasurer, he served in succession
as vice-president and president, occupying each office for
three years. His conduct of the reunion in November, 1942,
was an outstanding performance, and those who saw him
then find it impossible to believe that he is gone from us
forever.
This man's life and his leaving of it, should be an inspir-
ation to all who remain. A review of the good things he has
accomplished, and the friendships he has made should serve
as a model for the aspirations of other engineers. The force
of his example will carry on for the lifetime of those of us
who knew him. His was a brilliant light that burned all too
shortly, but in its time both warmed and illuminated those
fortunate enough to come within its orbit.
The world is better for his having lived, but he will be
missed sadly. The sense of loss experienced by his friends
gives them some appreciation of the depth of the bereave-
ment of his wife and son. To them sincere and kindly wishes
are extended — and sympathy. — L.A.W.
COMING MEETINGS
Ontario Good Roads Association — Annual Convention
at the Royal York Hotel, Toronto, February 24-25. Secre-
tary: T. J. Mahoney, Box 485, Hamilton, Ont.
Canadian Section, American Water Works Association
— Annual Convention, Royal Connaught Hotel, Hamilton,
Ont., April 7-9. Secretary: Dr. A. E. Berry, director of the
Sanitary Engineering Division, Ontario Department of
Health, Parliament Buildings, Toronto.
Industrial Accident Prevention Associations — Annual
Convention, at the Royal York Hotel, Toronto, April 12-13.
General Manager: R. B. Morley, 600 Bay Street, Toronto.
American Society of Mechanical Engineers — 1943
Spring Meeting, Davenport, Iowa, April 26-28. Secretary:
C. E. Davies, 29 West, 39th Street, New York, N.Y.
American Society of Mechanical Engineers — 1943
Semi-Annual Meeting, Los Angeles, California, June 12-14.
Secretary: C. E. Davies, 29th West, 39th Street, New
York, N.Y.
American \S a 1er Works Association — Annual Meeting,
to be known as A.W.W.A. Conference on War-Winning
Waterworks Operations, at the Carter and Statler Hotels,
Cleveland, Ohio, June 14-17. Secretary: Harry E. Jordan,
22 East 40th Street, New York, N.Y.
THE ENGINEERING JOURNAL February, 1943
101
News of the Branches.
BORDER CITIES BRANCH
J. B. DOWLER, 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
The Border Cities Branch held their annual dinner meet-
ing at the Prince Edward Hotel on Friday, December 11.
After the dinner Mr. J. B. Dowler gave the Secretary-
Treasurer's Report and Financial Statement, and the chair-
men of the various committees then gave their annual re-
ports. Following this, scrutineers were appointed and the
following officers elected for the coming year: Chairman,
G. G. Henderson; Vice-Chairman, J. B. Dowler; Secretary-
Treasurer, W. R. Stickney; Executive Committee, J. F. O.
Blowey, A. H. Pask, A. H. MacQuarrie.
Mr. G. E. Medlar then introduced the speaker of the
evening, Mr. T. H. Jenkins, Designing Engineer of the
Grand Trunk Western Railway, whose topic was Wartime
Railroad Transportation. At the conclusion of his speech
a lengthy and interesting discussion took place and after
a vote of thanks to the speaker by Mr. C. G. R. Armstrong
the meeting adjourned.
HAMILTON BRANCH
W. E. Brown, Jr.E.i.c. - Secretary-Treasurer
The branch held its annual business meeting and dinner
on Wednesday, January 13th, in the Royal Connaught
Hotel with Chairman Stanley Shupe presiding. We can re-
port that this was one of the most successful in several
years and thoroughly enjoyed by all.
The guest of honour and speaker was our president,
Dean C. R. Young, who was introduced by H. A. Cooch.
Dean Young spoke on the subject, The Engineering Pro-
fession in War Time. The Dean gave us a very splendid
address pointing out that it is not sufficient that the engi-
neer's role in war-time be purely technological in character.
The engineer must develop the whole doctrine of professional
competency and make his contribution to all aspects of
our national life.
In reporting on the activities of the Institute, the presi-
dent illustrated how the E.I.C. is making that contribution.
The Institute is affiliated with the Engineers' Council for
Professional Development, which concerns itself with the
broader aspects of professional life. The E.I.C. actively
supports the policies of that council, and has representation
on three E.C.P.D. committees, namely, Committee of Pro-
fessional Training, Committee on Professional Recognition
and Committee on Principles of Engineering Ethics. Fur-
thermore, the Institute has its own Committee on Welfare
and Training of the Young Engineer.
Three important committees of the Institute were ap-
pointed this year — Committee on Industrial Relations.
Committee on Post- War Problems, and Committee on the
Engineering Aspects of Civil Defence, which sponsored and
financed the Webster lectures on Structural Defence Against
Bombing, in Toronto last April.
The president then went on to speak of the things con-
cerning the profession having a more direct relation to the
war effort. The demands on engineers have been very great
and many are serving with distinction in the armed forces.
At home the engineer has been faced with the problem of
vast construction and the provision of plant and equipment
for the manufacture of the munitions of war.
There also has been the problem of design modification
to save critical materials and reduce the amount of mater-
ials used. Plastics and synthetic rubber were mentioned,
as well as many other ingenious contributions to the war
effort.
Concluding, Dean Young remarked that in the years of
peace there was a great future for the engineer and every
evidence there would be great technological activity, and
the longer the war went on the greater would be the demands.
T. S. Glover moved the vote of thanks.
Mayor William Morrison was present and spoke briefly.
We were pleased to have the general-secretary with us and
to hear his report on interesting Institute activities.
Earlier in the evening the annual reports were received
and the various items of business attended to. E. H. Darling
moved a vote of thanks to McMaster University and staff
for the assistance given to the branch during the past year,
to which Chancellor G. P. Gilmour replied.
Presentations were made to the retiring chairman,
Stanley Shupe, and A. R. Hannaford, the retiring secretary-
treasurer, whose work during the last six years was warmly
praised by E. G. MacKay, who made the presentation to
him.
T. S. Glover, the new chairman, took over the office and
introduced the other officers. The attendance was 78.
KINGSTON BRANCH
R. A. Low, M.E.i.c.
Secretary-Treasurer
The Kingston Branch held a special meeting to welcome
the President, Dean C. R. Young, of the University of
Toronto on December 8th, at the LaSalle Hotel.
Mr. K. Winslow, chairman of the Kingston Branch, pre-
sided at the meeting. Dean Young was welcomed and intro-
duced by Col. Le Roy Grant.
In his address to the Branch, the twenty-third that he
has visited during his term of office, the President spoke of
the national character of the work that the Institute is
doing. It is of much value to the organization for senior
officers to visit as many Branches as possible so that the
views of members across Canada may be ascertained and
may assist in the formulation of policies for the general
benefit of the profession.
President Young expressed the view that the engineering
societies had a function of particular importance to fill in
time of war. There is a great disposition towards narrowing
of the training of young engineers into purely technological
channels, and efforts should be made to offset this. The
meetings of the great engineering societies that have recently
been held have all been unusually well attended and in
numbers of cases all-time records have been established.
The Institute feels therefore that it is eminently justified
in holding its annual meeting in the usual form at Toronto,
February 11-12, 1943. This is particularly so as the pro-
gramme will generally gather about the war activities of
the Institute.
Speaking of the general and continuing activities of the
Institute, the President laid particular stress upon its par-
ticipation in the enterprises of the Engineers' Council for
Professional Development. Representatives of the Institute
sit on the more important committees of ECPD. The Insti-
tute's Committee on the Training and Welfare of the Young
Engineer is working closely in parallel with the ECPD Com-
mittees on Student Guidance and Selection and Professional
Training. Already, under the guidance of the Institute's
Committee, counselling committees have been set up in
seventeen of the twenty-five Branches. Nine thousand copies
of "The Profession of Engineering in Canada" in English
have been distributed and an additional five thousand copies
in French have recently been printed.
Strong emphasis was placed by the speaker on the special
undertakings of the Institute connected with the war and
its aftermath. The Committee on the Engineering Features
of Civil Defence, which supervises the general activities of
102
February. 19*3 THE ENGINEERING JOURNAL
Branch committees in twenty of the twenty-five Branches,
has issued a valuable booklet "Structural Defence against
Bombing" and through certain subcommittees is making
available to the country generally the expert advice and
assistance of the engineer in counteracting the possible
effects of bombing and sabotage. The Institute's Committee
on Post-War Problems has given important assistance to
the Government-appointed Advisory Committee on Recon-
struction and is arranging to make available to the one
hundred and twenty-five local citizens' committees set up
across Canada any assistance that engineers can give to
these committees in studying problems of rehabilitation
and reconstruction. The Institute's Committee on Indus-
trial Relations is making important progress in drawing
the attention of the universities to the need for providing
fully adequate instruction to engineering students in this
important subject and has arranged for a thorough dis-
cussion of the whole matter at the annual meeting in
Toronto.
In speaking of the future of the profession, the President
expressed the view that the technological advances now
being made will ensure the employment of engineers for
some time after the cessation of hostilities. A vast demand
for the goods and services of peace is being built up which
must be satisfied and this will mean not merely the pro-
vision of these things according to old time standards but
rather according to the best and most modern practices.
Out of this desire of the public to profit from the results of
discovery and invention a great source of technological em-
ployment is sure to arise.
The President spoke strongly of the need for maintaining
and extending the professional point of view in the training
of young engineers both in college and in the years following
graduation. It is imperative that one who is to be a thor-
oughly qualified member of a learned profession should be
characterized by a humanistic outlook and not merely a
technological one. Many engineers make the mistake of
thinking that all the problems of the world can be solved
by a technological approach. A little consideration will show
that human advancement comes as a result of many different
kinds of workers co-operating to a common end. Each pro-
fession and each calling has its own distinctive role to play,
and it is the duty of the engineer to realize the necessity of
considering many factors other than technological ones when
dealing with public questions. To the extent that he acquires
a breadth of view his effectiveness as an educated and
trained citizen will be advanced.
The speaker was thanked by Dean A. L. Clark, Queen's
University.
Following the meeting an informal social hour was spent
when members and their guests had the pleasure of meeting-
Dean Young.
OTTAWA BRANCH
A. A. SwiNNERTON, M.E.I.C.
Secretary-Treasurer
At the annual branch meeting, held on the evening of
January 14, 1943, at the auditorium of the National
Research Laboratories, G. H. Ferguson, chief engineer of
Pensions and National Health, was elected chairman for
the ensuing year; A. A. Swinnerton, m.e.i.c, was re-elected
secretary-treasurer; and W. H. Bevan, m.e.i.c, and J.
Byrne, m.e.i.c, were elected to the managing committee to
serve two years. Mr. Ferguson succeeds N. B. MacRostie,
retiring chairman, who presided at the meeting.
The branch, according to reports presented, held 8
luncheon meetings and 4 evening meetings during the year
including the annual meeting, and co-operated in holding
3 more evening meetings with other organizations. Two
sets of draughting instruments were donated to the Ottawa
Technical School for presentation as prizes for proficiency
in draughting and a copy of "Technical Methods of
Analysis" by Griffin was sent to the Hull Technical School
for presentation to one of its students.
Total membership of the branch increased by 48 during
the year, standing at 434 resident and 119 non-resident
members. With deep regret the loss by death of two of the
members was reported: E. M. Dennis, m.e.i.c, and R. H.
Swingler, s.e.i.c
Co-operation with the committees set up by the Council
of the Institute in Montreal was maintained and according
to the secretary-treasurer's report "the close of the year
finds the Ottawa branch fully organized to co-operate not
only with the regular requests for this co-operation but also
to lend assistance in special matters such as Air Raid
Precautions and Post-War Reconstruction." During the
year the managing committee held nine meetings for the
transaction of general business.
At the close of the annual meeting proper, the members
listened to an address on Wardens of Power by Past-
President T. H. Hogg of Toronto, chairman of the Ontario
Hydro-Electric Power Commission. Dr. Hogg's address was
of much public interest and was well reported in the press.
It reviewed conditions relating to electric power supplies
in Ontario since the commencement of the war and outlined
possibilities for further developments.
Light refreshments were served at the close of the
evening's activities.
PETERBOROUGH BRANCH
A. R. Jones, jr.E.i.c.
J. F. Osborn, S.E.I.C.
Secretary-Treasurer
Branch News Editor
A paper of wide interest "DeCew Falls Power Develop-
ment" was presented before an audience of about 60 engi-
neers at the December 10th meeting. Mr. O. Holden, the
author of the paper and Chief Hydraulic Engineer of the
H.E.P.C., was detained so the paper was read by Mr. J. R.
Montague, Assistant Chief Hydraulic Engineer H.E.P.C.
Mr. Montague dwelt on the difficulties encountered in
the development but stated that experimental work and
careful preparation have resulted in good progress which
will permit an early completion of the undertaking.
The DeCew Falls site is located on the escarpment along
Lake Ontario and adjacent to the old Welland Canal. The
65,000 HP which will be immediately developed and the
further block of power available in the near future will be
of great importance in easing the power shortage in a
critical area.
An important feature of the job relates to war economy.
By use of a generator and turbine from the Abitibi Canyon
Plant, considerable time will be saved and scarce machinery
conserved.
This paper which has great current interest will be pub-
lished in the near future, sponsored by one of the branches
at which it has been presented.
Mr. Sills conveyed the thanks of the meeting to Mr.
Montague for an excellent paper and for the entertaining
remarks accompanying it. Mr. J. Cameron acted as chair-
man in the absence of Mr. D. Emery, Branch Chairman.
SAINT JOHN BRANCH
G. W. Griffin, m.e.i.c. - Secretary-Treasurer
The Saint John Branch held a Supper meeting on Decem-
ber 29th, at the Admiral Beatty Hotel, at which there were
35 present.
The technical explanation of what aerial bombing does
to material in air raid shelters was given in a paper, The
Effects of Aerial Bombing on Structure, presented at
that meeting.
The paper, prepared by Dean I. F. Morrison, professor
of applied mechanics, department of municipal and civil
engineering, University of Alberta, was illustrated by lantern
slides, and was read by David R. Smith, chairman of the
Branch. Various designs for shelters were outlined also in
the paper.
In addition to members of the branch, guests from the
Ottawa and Moncton branches and engineering students
of the University of New Brunswick attended the meeting.
THE ENGINEERING JOURNAL February, 1943
103
SASKATCHEWAN BRANCH
Stewart Young, m.e.i.c. - Acting Secretary-Treasurer
The Saskatchewan Branch, E.I.C., met jointly with the
Association of Professional Engineers in the Kitchener
Hotel, Regina, on Thursday evening, December 17, 1942.
The meeting was preceded by the usual dinner at which
the attendance was 25.
Mr. R. T. Blackmore of the Technical Service Depart-
ment, The British American Oil Company Limited, ad-
dressed the meeting on Fuel and Lubrication Require-
ments of the Modern Gasoline Engine, following which
Mr. Roy Pugh, Provincial Apiarist, showed a very inter-
esting film on Bees.
Mr. Blackmore reminded his audience that the motive
power of the modern mechanized army is the internal com-
bustion engine, which, for the purpose of studying gasolines
and how motive power is derived from it, must be considered
as a heat engine. The refining of three different type* of
gasoline was then discussed, the types being straight run,
cracked and polymerized gasoline. Automotive Gasolines
have a boiling range of from approximately 80 deg. F. to
400 deg. F. Light ends for easy starting, 50 per cent, warm
up period, heavy ends for power and economy.
During the past 25 years compression ratios have in-
creased from 4 to 1 to nearly 7 to 1, with consequent greatly
increased power output. The increase in compression pres-
sures resulted in detonation or motor "ping", overcome by
the introduction into gasoline of tetra ethyl lead. The estab-
lishing of an Octane rating on different fuels in a knock
motor was illustrated. Spark setting to accommodate No. 1
and No. 2 graded fuels in the modern motor was also cov-
ered. For starting purposes both grades of gasoline have
equal value, providing distillation ranges are the same and
the only difference being in the lead content, No. 1 Gasoline
having a higher content than No. 2. Different gasolines for
various altitudes and temperatures are necessary.
In the brief discussion of oils Mr. Blackmore ventured
the opinion that after the war, all premium priced oils will
be of a compounded nature. Compound oils now on the
market for diesel and heavy duty gasoline operation are
compounded chemically to achieve the following: high de-
tergency, film strength, metal deactivation and oxidation
inhibitors.
The illustrated address by Mr. Pugh dealt with the sub-
ject of Bees from the larva stage of the honey bee to the
final product, honey. The Province of Saskatchewan is the
second largest producer of honey in Canada, the total annual
output being 5,000,000 pounds (approximately 250 carloads)
all of which is consumed in Saskatchewan.
Both addresses proved very interesting and were followed
by numerous questions answered respectively by Mr. Black-
more and Mr. Pugh. A hearty vote of thanks was tendered
the speakers on motion of Mr. E. W. Bull.
SAULT STE. MARIE BRANCH
O. A. Evans, m.e.i.c. - Secretary-Treasurer
The annual meeting for the Sault Ste. Marie Branch of
the Institute was held on Friday, December 18th, 1942, in
the Grill Room of the Windsor Hotel.
Eighteen members and guests sat down to luncheon at
6.45 and enjoyed a tasty meal which was along the tradi-
tional Christmas style.
Chairman L. R. Brown called the meeting to order at
8.00 p.m. and asked the secretary to read the minutes of the
previous meeting.
The chairman then asked the secretary to bring in his
report for the year 1942. The secretary reported a very
successful year. The highlights of it were a financial surplus
of $71.55 and seven dinner meetings. One distracting
feature was the loss in membership in the non-resident areas.
A. E. Pickering then brought in the report of the Papers
and Publicity committee. He explained that due to the
pressure of business we were unable to obtain a number of
papers as some of the speakers had been called from town
and were unable to give their papers when they had promised
to do so.
The chairman then asked A. M. Wilson to bring in the
report of the election of officers for the year 1943.
L. R. Brown then called upon the new chairman N. C.
Cowie to assume the chair. In relinquishing the chair L. R.
Brown thanked all the people who had helped in making
the past year a success and was pleased to see a younger
man as chairman.
Mr. Cowie in assuming the chair thanked all those who
saw fit to elect him to the position and called upon the
members for their co-operation.
The new chairman then called upon the members for a
vote of thanks for the outgoing chairman and executive in
providing the members with an interesting year.
O. A. Evans the retiring secretary thanked the members
and executive for their co-operation during his term of
office.
The members then retired to an adjoining room where a
social evening was enjoyed by all.
News of Other Societies _
PROFESSIONAL ENGINEERS OF ONTARIO
ELECT NEW OFFICERS
R. A. Elliott, General Manager, Deloro Smelting &
Refining Co. Ltd., Deloro, has been elected president of
the Association of Professional Engineers of the Province
of Ontario for the year 1943. Always interested in the affairs
of the Association, he took an active part in the legislation
programme. In 1938, he was elected councillor in the
Chemical Branch and since then has been chairman of the
Publicity Committee. He was elected vice-president in 1942
and chairman of the Finance Committee.
Following graduation from Queen's University, Mr.
Elliott joined the Copper Queen Mining Co. in 1912 at
Bisbee, Arizona, going from there to the engineering staff
of the International Nickel Co., Copper Cliff. In March
1915, he was appointed Assistant Chemist of the Deloro
Smelting & Refining Co. Ltd. and in the same year was
made Superintendent of the Cobalt Oxide Plant and
General Superintendent of the Plant in .1917. Mr. Elliott
was appointed a Director and General Manager of the
Company in 1940.
Items of interest regarding activities of
other engineering societies or associations
Mr. Elliott is Reeve of the Village of Deloro and is Vice-
President and Treasurer of the Deloro Trading Company.
He is a member of the Canadian Institute of Mining and
Metallurgy, the American Institute of Mining and Metal-
lurgical Engineers, and the American Society for Metals.
M. J. Aykroyd, Outside Plant Engineer of the Bell Tele-
phone Company, Western Area, has been elected vice-
president of the Association of Professional Engineers of
the Province of Ontario for the year 1943. He was elected
by ballot in 1941 to the Council of the Association, Elec-
trical Branch, and is a member of the Finance and Pub-
licity Committees.
Mr. Aykroyd, a graduate of Queen's University, was with
the Imperial Ministry of Munitions during the last war in
Toronto, New York and later Montreal. After the war he
was engaged in commercial work in Canada, the United
States and abroad until 1923, when he joined the Chief
Engineer's staff of the Bell Telephone Company in Mont-
104
February, 1943 THE ENGINEERING JOURNAL
A. Elliott
real. In 1926 he was transferred to London, Ontario, as
Division Plant Supervisor, three years later returning to
Montreal as Assistant Division Plant Superintendent. With
the formation in 1930 of the western area at Toronto he
was made General Plant Supervisor of the area. Since 1934,
he has been Outside Plant Engineer.
Mr. Aykroyd is a Director of the General Alumni Asso-
ciation of Queen's University and a Vice-President of the
Toronto Branch.
Other members of Council for the year 1943 are as follows:
Past-President: Warren C. Miller, m.e.i.c, City Engineer,
St, Thomas.
COUNCILLORS: Civil Branch: G. H. Bryson, Street
Supt., City of Ottawa, Ottawa. J. Clark Keith, m.e.i.c,
General Manager, Windsor Utilities Comm., Windsor. J.
L. Lang, m.e.i.c, Lang & Ross, Sault Ste. Marie.
Chemical Branch: J. G. Morrow, Metallurgical Engineer,
Steel Company of Canada, Hamilton. E. T. Sterne, Chemi-
cals Controller for Canada, Montreal. H. P. Stockwell, Jr.,
Chemical Engineer, Ottawa Water Purification Plant,
Ottawa.
Electrical Branch: E. V. Buchanan, m.e.i.c, General
Manager, Public Utilities Commission & London Railway
Commission, London. Lieut.-Comdr. C. P. Edwards, o.b.e.,
m.e.i.c, Deputy Minister, Dept. of Transport, Ottawa. J.
H. Smith, Engineer, Elec. Construction Sales, Can. General
Electric Co. Ltd., Toronto.
Mechanical Branch: C. C. Cariss, m.e.i.c, Chief Engineer,
Waterous Limited, Brantford. G. Ross Lord, m.e.i.c,
Assistant Professor of Mechanical Engineering, University
of Toronto, Toronto. R. M. Robertson, Chief Engr., Bab-
cock-Wilcox & Goldie McCulloch Ltd., Gait.
Mining Branch: J. Beattie, Manager, Delnite Mines Ltd.,
Timmins. G. B. Langford, Professor of Mining Geology,
University of Toronto, Toronto. D. G. Sinclair, Assistant
Deputy Minister, Ontario Dept. of Mines, Parliament
Bldgs., Toronto.
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Communication Circuits:
Lawrence A. Ware and Henry R. Reed.
N.Y., John Wiley and Sons, Inc., 1942.
6x9 in., $8.50.
Quebec. Statistical Year Book:
For the year 1941. Published 1942.
Bibliography of the Literature Relating
to Constitutional Diagrams of Al-
loys:
Compiled by J. L. Haughton. London, The
Institute of Metals (1942). (Institute of
Metals Monograph and Report Series No.
2). 5V2 x 8Y2 in. 8s 6d.
Handbook of Scientific and Technical
Societies and Institutions of the
United States and Canada:
4th ed. Washington, National Research
Council, 1942. 6% x 10 in.
Wells' Manual of Aircraft Materials and
Manufacturing Processes:
T. A. Wells. N.Y., Harper and Brothers
(c. 1942). iy2 x 10 in. $3.50.
PROCEEDINGS, TRANSACTIONS
The Royal Society of Canada:
Transactions, Vol. 86, Section 2.
REPORTS
United States Steel Corporation T.N.E.C.
Papers:
Comprising the pamphlets and charts sub-
mitted by United States Steel Corporation
to the Temporary National Economic Com-
mittee, 1940. 8 vols. Vol. 1 — Economic and
related studies. Vol. 2 — Chart studies. Vol.
8 — Basing point method.
Carnegie Corporation of New York:
Annual report for the year ended September
30, 1942.
Social Insurance and Allied Services:
Report by Sir William Beveridge. N.Y.,
MacMillan Co., 1942. 6 x 914, in. $1.10.
Aerial Bombardment Protection:
Harold Everett Wessman and William
Allen Rose. N.Y., John Wiley and Sons,
Inc., 1942. 6x9 in. $4.00.
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
University of Toronto — School of Engin-
eering Research — Bulletin:
Lateral support of steel columns and struts
by C. R. Young and W. B. Dunbar.
Bulletin No. 170, 1942. (Reprinted from
the Canadian Journal of Research Vol. 20,
August, 1942).
Survey of High Obliques:
The Canadian Plotter and Crone's Graphi-
cal Solution by Captain L. G. Trorey. Re-
printed from the Geographical Journal,
Vol. C, No. 2, August 1942.
Toronto Harbour Commissioners:
Annual report for the years 1939, 1940 and
1941.
The Asphalt Institute — Construction
Specifications :
Emergency revisions of the Asphalt Insti-
tute Construction specifications, Dec. 3,
1942.
Ohio State University — Engineering
Experiment Station — Circular:
No. 44 — Travel and trade in twentieth cen-
tury Ohio.
University of California — Bulletin of the
Department of Geological Sciences:
Vol. 26, No. 4 — Pliocene vertebrates from
Big Spring Canyon, South Dakota, No. 5
— Fossil vertebrates from the superjacent
deposits near Knights Ferry, California.
U.S. Bureau of Standards — Building
Materials and Structures — Report:
BMS92 — Fire resistance classifications of
building constructions. BMS98 — Accumu-
lation of moisture in walls of frame con-
struction during winter exposure.
Stratosphere Flying:
Including navigation for emergencies by
Captain E. Cecil Evans Fox. Vol. 1. Com-
plete astro-navigation. Toronto, The Aero-
nautical Institute of Canada (c. 1942).
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 PETROLEUM
PRODUCTS AND LUBRICANTS
Prepared by A.S.T.M. Committee D-2;
Methods of Testing, Specifications, Defini-
tions, Charts and Tables, October, 1942,
American Society for Testing Materials,
Phila., Pa. 442 pp., Mus., diagrs., 9x6
in., paper, $2.25.
The 1942 report of the committee on petro-
leum products and lubricants, the standard
and tentative methods of test and specifica-
tions pertaining to petroleum are brought
together in convenient form.
A.S.T.M. STANDARDS ON TEXTILE
MATERIALS
Prepared by A.S.T.M. Committee D-18 on
Textile Materials; Specifications, Toler-
ances, Methods of Testing, Definitions and
Terms. October, 1942, American Society
for Testing Materials, Phila., Pa. 408 pp.,
iUus., diagrs., charts, tables, 9x6 in.,
paper, $2.25.
This pamphlet contains the definitions and
terms, methods of testing and specifications
for textiles and related materials at present in
force. Seventy-three specifications are given,
for cotton goods, glass fabrics, jute, rayon,
silk and wool. In addition to specifications, the
publication contains photomicrographs of the
common textile fibers, a yarn number con-
version table and other useful information.
AIRPLANE. DESIGN MANUAL
By F. K. Teichmann. Pitman Publishing
Corp., New York and Chicago, 1942. 440
THE ENGINEERING JOURNAL February, 1943
105
pp., Mus., diagrs.. charts, tables, 91 ■> x 6
in., cloth, $4.50.
This volume outlines an orderly form of
procedure in design, covering such subjects as
preliminary weight estimating, the three view
and the balance diagram. In addition, inform-
ation is given on wing design, fuselage design,
power plant, control, instruments, etc.. suffi-
cient to enable the beginner to cany out the
design of a new machine, and to supplement
works on aerodynamics and structures.
AMERICAN DIESEL ENGINES. Their
Operation and Repair
By E. F. Goad. Harper & Brothers, Nt w
York and London. 1942. 313 pp.. Mus.,
diagrs., tables. ,9' 9 x 6 in., cloth. $2.75.
Intended as an introductory text for voca-
tional classes, this textbook offers an excellent
account of the principles of the diesel engine
and of its general design and construction,
with practical advice on its operation, main-
tenance and repair. The book is based on long-
teaching experience.
CHEMICAL ENGINEERS' MANUAL
By D. B. Keyes and A. G. Deem. John
Wiley & Sons, New York, 1942. 221 pp.,
charts, tables, 6Y2 x 4 in., cloth, $2.50.
A compact collection of tables and equa-
tions constantly used by chemical engineers,
presented in a book of convenient pocket size.
The equations relate to fluid flow, heat trans-
fer, diffusional operations and separations.
The tables include logarithms, integrals,
specific heats, thermal conductivities, vapor
pressures, safe loads, etc.
COMMUNICATION CIRCUITS
By L. A. Ware and H. R. Reed. John
Wiley & Sons, New York; Chapman <fr
Hall, London, 1942. 287 pp., diagrs.,
charts, tables, 9Y2 x 6 in., cloth, $3.50.
The theory of communication circuits is
presented as a first course in communication
engineering for those training for civilian
duties or for service in our armed forces. The
basic principles of communication lines and
their associated networks axe presented, cover-
ing the frequency range from voice frequen-
cies through ultra-high frequencies. Special
attention is given to ultra-high frequency
transmission.
DAVISON'S KNIT GOODS TRADE
52nd Annual, pocket edition. October. 191,2.
Davison Publishing Co., Ridge wood. New
Jersey, 1942. 729 pp.. Mus.. 8 x 5 in..
cloth, $5.50; de luxe office éd., $6.50.
The 1942 edition of this well-known direc-
tory follows the pattern of previous issues and
provides a complete, up-to-date register of
manufacturers of knit goods, arranged geo-
graphically and by products. Spinners, dyers,
wholesalers, and chain and large retail stores
are also listed.
ENGINEERING DRAWING
By L. M. Sahag. Ronald. Press Company,
New York, 1942. 394 pp.. Mus., diagrs..
charts, tables. 10* > x 6% in., cloth, $2.75.
The aim in this text has been to offer a
basic course which will be complete and
thorough in subject matter, and also closely
articulated with industrial standards and
practice. The text is divided into three sec-
tions of increasing difficulty, fundamental
requirements being taught first. A wide
selection of problems is included.
ENGINEERING MECHANICS, a Text-
Rook for Engineering Students
By B. B. Low. Longmans. Green A Co..
London, New York. Toronto, 1942. 252
pp., diagrs., charts, tables, 8* ■> x 5}/% in.,
cloth, $4.50.
This book is chiefly concerned with kine-
matics and dynamics, including instantaneous
centers, velocity and acceleration diagrams,
analysis of cams, motion of rigid bodies in two
dimensions, and vibrations of various kinds.
A chapter is devoted to dimensions and
dynamical similarity. Although complete in
itself, the book is intended as a companion
volume to D. A. Low's "Applied Mechanics."
FERROUS PRODUCTION
METALLURGY
By J. L. Bray. John Wiley & Sons, New
York; Chapman & Hall, London, 1942.
457 pp., Mus., diagrs., charts, tables, maps,
9Y2x6 in., cloth, $4.00.
An unusually successful attempt to cover
the production of iron and steel in a volume
of moderate size is provided by this text. The
current processes are described in some detail,
and the fundamental theories underlying them
are presented. Excellent line drawings are
used as illustrations. The treatment is thor-
oughly up to date. Bibliographic references
accompany each chapter.
(The) FLOW OF HEAT IN METALS
By J. B. Austin. American Society for
Metals, Cleveland, Ohio, 1942. 144 pp.,
Mus., diagrs., charts, tables, 9Y2 x 6 in.,
cloth, $2.50.
Contains five lectures intended to present
the basic principles of heat flow in metals in
a non-mathematical way. The nature of heat,
the factors that affect the thermal conducti-
vity of metals, the basic laws of heat con-
duction and the flow of heat are discussed.
Each lecture has a bibliography.
FLUSH PRODUCTION, THE EPIC OF
OIL IN THE GULF— SOUTHWEST
By G. Forbes. University of Oklahoma
Press, Norman, Okla.. 1942. 253 pp.,
Mus., maps, tables, 8* ■> x 5Y> in., cloth,
$2.75.
A history of the Gulf-Southwest oil field,
telling the story from the early days of the
nineteenth century to to-day. The discoveries,
the era of rapid production, the question of
regulation, stock speculation, the natural gas
industry, the social and economic effects of
the industry are described. A considerable
bibliography is given.
Great Rritain. (Ministry of Labour and
National Service Welfare Pamphlet
No. 5)
VENTILATION OF FACTORIES, 4 ed.
His Majesty's Stationery Office, London,
1942 reprint. 40 pp., Mus., diagrs., charts,
tables, 9x/i x 6 in., paper, (obtainable from
British Library of Information, 30 Rocke-
feller Plaza. New York, 45c).
This pamphlet presents the principles which
should be applied to secure satisfactory
atmospheric conditions in workrooms, des-
cribes the standards in force in England and
discusses the ventilating apparatus and
methods available.
Great Rritain. Ministry of Works and
Planning, Directorate of Construc-
tional Design
TIMRER ECONOMY, No. 3 (FITMENTS)
His Majesty's Stationery Office, London,
1942, no pagination, diagrs., charts, tables,
13 x 8 in., paper, {obtainable from British
Librari/ of Information, 30 Rockefeller
Plaza,' New York, 30c).
This bulletin discusses the economical use
of lumber in the construction of shelving,
drawers, storage cupboards and bins, work-
benches, kitchen fittings and other storage
equipment. Dimensioned drawings are given.
INDUSTRIAL INSPECTION METHODS
By L. C. Michelon, Harper A- Brothers,
New York, and London. 1.942. 389 pp.,
Mus., diagrs., charts, tables, 11x8 in.,
cloth, $3.50.
A course of instruction prepared for use in
training junior inspectors for the War Depart-
ment. The book describes the principles, con-
struction and uses of the various instruments
tor dimensional control, tor testing physical
properties and for surface inspection. A
chapter on the organization of inspection
departments is included.
(The) MAN REHIND THE FLIGHT
By A. Jordanoff. Harper & Brothers, New
York, 1942. 276 pp., Mus., diagrs., charts,
tables, 10 x 7 in., cloth, $8.50.
This book presents some information on
mechanical drawing, elementary electricity
and hydraulics, mechanics and physics,
accompanied by a brief outline of airplane
history. It is offered as a ground course for
aviation mechanics and airmen.
MARINE PIPE COVERING
By W. W. Godwin. Cornell Maritime
Press, New York, 1942. 142 pp., Mus.,
diagrs., 7Yi x 5 in., cloth, $2.00.
A practical manual on the materials used
for insulating piping and on methods of
installing them on ships. Molded, curved and
flat block and canvas coverings, and plastic
cements are described. There are also chapters
on covering boilers, on molded cork coverings
and on hair felt and asbestos rope.
MECHANICAL DRAWING
By E. Kenison, and J. McKinney, revised
by T. C. Plumridge. American Technical
Society, Chicago, III., 1943. 330 pp., Mus.,
diagrs., charts, tables, 8y/l x 5Yi in., cloth,
82.00.
This textbook offers a practical course,
adapted for class use or home study.
(The) MECHANICAL TESTING OF
METALS AND ALLOYS
By P. F. Foster. 3 ed. Sir Isaac Pitman
& Sons, London; Pitman Publishing
Corp., New York, 1942. 317 pp., Mus.,
diagrs., chaits, tables, 8]A x 5Y2 in., cloth,
18s. or $5.00.
Descriptions of modern testing equipment
are coupled with its mode of use and com-
bined with the theory underlying current
developments in the testing of metals in a
very practical way. The book should be useful
for reference.
ORE DEPOSITS AS RELATED TO
STRUCTURAL FEATURES
Prepared under the direction of the
Committee on Processes of Ore De-
position of the Division of Geology
and Geography of the National Re-
search Council, Washington, D.C.
Edited by W. H. Newhouse. Princeton
University Press, Princeton, New Jersey:
Humphrey Milford, Oxford University
Press, London, 1942. 280 pp., Mus.,
diagrs., charts, tables, maps, 12Y> x 9 in..
cloth, $6.50.
Articles describing the relations of struc-
tural features and ore occurrence in over
seventy important mines and districts are
presented in this volume, the first to be
devoted to its subject. The contributors
include many prominent geologists, and their
opinions as to the relative importance of
different structural features in localizing ore
vary greatly.
PRINCIPLES OF STRUCTURAL
GEOLOGY
By C. M. Nevin. 8 ed. John Wiley & Sons.
New York; Chapman & Hall, London.
1942. 320 pp., Mus., diagrs.. charts, tables,
9Y2x6 in., cloth, $3.50.
The aim of this text tor beginners is to dis-
cuss the deformations of the earth as simply
as possible. The new edition has been thor-
oughly revised and brought up to date.
PROCESS PRACTICES IN THE
AIRCRAFT INDUSTRY
By F. D. Klein, Jr. McGraw-Hill Book
Co., New York and London., 1942. W6
pp.. Mus., diagrs.. churls, tables, 9} ■> x 6
in., cloth, S2.75.
The processes, methods and materials cur-
rently used in the aircraft industry arc di~-
cussed in this book, which is intended :i> 1
reference and instruction book for workers in
that field. The procurement of raw materials,
their marking for identification, the metals,
106
February, l<)i:i THE ENGINEERING JOURNAL
fabrics and organic finishes used are listed in
full and described briefly. Methods of process-
ing are discussed at some length. A great deal
of information is compressed into a small
book.
QUESTIONS AND ANSWERS FOR
MARINE ENGINEERS, Book I—
BOILERS
Compiled by H. C. Dinger. Marine Engin-
eering and Skipping Review (Simrnons-
Boardman Publishing Co.), New York,
1942. 168 pp., tables, 8 x 5 in., paper,
$1.00.
During the last twelve years the Marine
Engineering and Shipping Review has pub-
lished answers to readers' questions. This
booklet contains a collection of those on the
operation of marine boilers and on boiler-room
equipment, which answer many problems
that arise.
(The) RADIO AMATEUR'S HANDBOOK
20th ed. 1943.
American Radio Relay League, West Hart-
ford, Conn. 478 pp., Mus., diagrs., charts,
tables, 9Yi x 6Y2 in., paper, $1.00 in
U.S.A.; S 1.50 elsewhere; bound. $2.50.
The new edition of this well-known manual
of high-frequency radio communication fol-
lows the model of earlier ones, but has been
revised and expanded to meet current con-
ditions. A special new feature is a chapter on
the War Emergency Radio Service. The book
provides a simple, non-mathematical text on
the theory, design and operation of radio
communication equipment, with full inform-
ation on the construction of apparatus.
RADIO TO-DAY, the Present State of
Broadcasting. (Geneva Studies. Vol.
XII, No. 6, July, 1942)
By A. Huth. Geneva Research Centre, c/o
Graduate Institute of International Studies,
132 rue de Lausanne, Geneva, Simtzcrland.
1942. 160 pp., tables, 8x/o x -51 ■-> in., paper,
1.75 Swiss frs. or $0.40~
The author first discusses the organization
and financing of broadcasting, the method of
transmission, the programmes offered and
the number of listeners. Following this, he
describes the broadcasting available through-
out the world, and closes with a brief account
of recent developments. The study gives an
excellent survey of the whole field, with
emphasis upon its permanent problems and
the solutions that have been devised.
ROGERS' INDUSTRIAL CHEMISTRY.
2 Vols.
Edited by C. C. Furnas. 6 ed. D. Van
Nostrand Co., New York, 1942. 1721 pp.,
ilius., diagrs., charts, tables, maps, 9]/2 x 6
in., cloth, $17.00.
The new edition of this Manual will be
welcomed by students and manufacturers.
Like its predecessors, it offers rapid surveys.
prepared by specialists, of the essential
features of the most important branches of
chemical industry. Without being encyclo-
pedic, these surveys meet ordinary require-
ments and are accompanied by references to
sources of further information. The result is a
valuable reference book.
SEVEN-PLACE VALUES OF TRIGONO-
METRIC FUNCTIONS FOR EVERY
THOUSANDTH OF A DEGREE
Compiled by Dr. J. Peters. D. Van Nost-
rand Co., New York, 1942. No pagination
given, tables, 9Y2 x 7 in., cloth, $7.50.
These tables are admirably suited for large
scale computations with calculating machines.
Tables are provided for sines, cosines, tan-
gents and cotangents. Supplementary tables
are given for converting minutes and seconds
into decimal parts of degrees, and vice versa,
and for converting degrees to time and time
to degrees.
SHIPBUILDING BLUEPRINT
READING
By J. L. Tomlinson. American Technical
Society, Chicago, III., 1942. 208 pp.,
(answers, 27 pp. extra), diagrs., blue-
prints, charts, tables, 11 x 8 Y in., stiff
paper, spiral binding, $8.00 with answers,
$2.75 without answers.
The information needed by shipyard work-
ers is presented in a practical way, beginning
with the basic arithmetical data and covering
methods of projection, relation of views, scales,
symbols, etc. Typical drawings, with question
sheets, are included. The course emphasizes
the reading of ship drawings, rather than the
making of them.
STEEL AND TIMBER STRUCTURES
Compiled by a Staff of Specialists;
Editors-in-Chief, G. A. Hool and W. S.
Kinne, revised by R. R. Zipprodt and D.
M. Griffith. 2 ed. rev. and enl. McGraw-
Hill Book Co., New York and London,
1942. 738 pp., Mus., diagrs., charts, tables,
9y2x6 in., cloth, $6.00.
This book is one of a series of six designed
to be a reference work on the design and con-
struction of structures. It deals with steel and
timber buildings, roof trusses, short span steel
bridges, timber bridges and trestles, steel
tanks, chimneys, and discusses detailing,
fabricating, erecting and estimating, and
materials. The treatment is thorough and
detailed. This edition has been thoroughly
revised and brought up to date.
ULTRA-VIOLET LIGHT AND ITS
APPLICATIONS
By H. C. Dake and J . De Ment. Chemical
Publishing Co., Brooklyn, N.Y., 1942.
209 pp., Mus., 9 x 5Yz in., cloth, $3.25.
Some of the uses to which ultra-violet light
has been put in criminology, warfare, adver-
tising, medicine, etc., are briefly described in
non-technical language.
WITHOUT FAME, the Romance of a
Profession
By O. Eisenschiml. Alliance Book Corp.,
Chicago and New York, 1942. 368 pp.,
Mus., 9y2x6 in., cloth, 83.50.
The autobiography of a chemical engineer
who came to America as a young man. His
career is traced from his first job in a Pitts-
burgh steel mill to his final success as execu-
tive of his own oil plant in Chicago. The
story is full of incident, told in interesting
fashion.
CAN OUR CITIES SURVIVE? an ABC
of urban problems, their analysis,
their solutions, based on the pro-
posals formulated by the C.I. A.M.
(Congrès Internationaux d'Architec-
ture Moderne, International Con-
gresses for Modem Architecture)
By J. L. Sert. Harvard University Press,
Cambridge, Mass.; Humphrey Milford,
Oxford University Press, London, 1942.
259 pp., Mus., diagrs., charts, maps,
tables, 12 x9]4in., cloth, 85.00.
This important new book on city planning
is based upon many years of study and an
analysis of thirty-three American and Euro-
pean cities of varied types. The problems of a
modern city are approached from both a
realistic and a human point of view. The four
elementary functions — dwelling, recreation,
work and transportation — are examined with
reference to the cultural, social and political
needs of large groups, and safeguards against
repetition of past errors. Diagrams and illus-
trations are strikingly used to present the
subject.
CHEMISTRY OF ENGINEERING
MATERIALS
By R. B. Leighou, rewritten by the follow-
ing members of the Chemistry Faculty of
the Carnegie Institute of Technology: J . C.
Warner {Editor), T. R. Alexander. P.
Fugassi, D. S. McKinney, H. Seltz, G. H.
Stempel, Jr., and K. K. Stevens. 4th ed.,
McGraw-Hill Book Co., New York and
London, 1942. 645 pp., Mus., diagrs.,
charts, tables, 9Yi x 6 in., cloth, $4.50.
The chemical properties of materials are
discussed from the viewpoint of the user, to
aid in their intelligent selection and use. This
edition has been rewritten by a group of
teachers and has been enlarged by new
chapters on protective coatings, the shaping
of metals, abrasives, glass and organic plastics,
and alloys.
(The) ELECTRICAL FUNDAMENTALS
OF COMMUNICATION
By A. L. Albert. McGraw-Hill Book Co.,
New York and London, 1942. 554 PP-,
Mus., diagrs., charts, tables, 9x/> x 6 in.,
cloth, $3.50.
Intended as an elementary text for students
of communication engineering, including
telegraph, telephone and radio, this book
presents the electrical fundamentals upon
which these forms are based. The explanations
and illustrations used are taken from the
communication industry itself, and not from
the power industry, as is usually done.
METEOROLOGY AND AIR NAVIGA-
TION, Air Pilot Training
ByB.A. Shields. 2 ed. McGraw-Hill Book
Co., New York and London, 1942. 285
pp., Mus., diagrs., charts, maps, tables,
9Y2x6 in., cloth, $2.25.
This is a revision and expansion of parts
three and four of the author's previous book,
"Air Pilot Training." It contains a course in
meteorology and air navigation which covers
these subjects sufficiently to prepare one for
the written examinations for a private and
commercial pilot's certificate. The information
is presented in a simple, non-technical style
which calls for no advanced educational
equipment.
MODERN BUILDING INSPECTION
"The Building Inspector's Handbook,"
with text by C. N. Dirlam and others,
compiled, edited and. arranged by R. C.
Colling, sponsored by the Pacific Coast
Building Officials Conference, Los Angeles,
Calif., published by R. C. Colling and
Associates, 124 West 4}h St., Los Angeles,
Calif., 1942. 404 PP-, Mus., diagrs., charts,
tables, blueprints, 9Y x 6 in., cloth, $5.00.
This is an admirable handbook on the
organization and administration of building
inspection and on the technical problems that
arise in the work. The first section describes
the organization and work of an inspection
department, the drafting of codes, the forms,
fees, reports, etc. Section two is a concise
course in structural engineering for the
inspector, which includes a chapter on resist-
ance to wind and earthquake forces. The final
section deals with legal problems in con-
nection with the enforcement of building
codes. Appendixes contain suggested forms of
ordinances and procedures, an extensive
bibliography and a directory of publications
and technical associations.
N.A.M. HANDBOOK ON WAR
PRODUCTION
Compiled and published by National Asso-
ciation of Manufacturers, Washington,
New York, San Francisco, August, 1942.
184 PP-, charts, tables, 8Y2 x 11 in., paper,
$1.00.
This handbook for manufacturers brings
together the information needed by those
having war contracts or seeking them. How
to go after a contract, how to sell to the
Government, and the principles of cost
determination under Government contracts
are explained. The organization and functions
of the War Production Board are described in
detail, and the functions of the various
agencies set forth. The priorities regulations
are given in full, and there is a list of priorities
orders, forms, etc.
THE ENGINEERING JOURNAL February, 1943
107
NATIONAL RESEARCH COUNCIL SERVES WAR
[DEPARTMENTS {Continued from page 61)
Equipment was installed and a staff assembled in the
National Research Laboratories for the inspection of gauges
used in the production of guns, shells, fuses, bombs and
other mechanical items which are now being made in mass
production.
Another important activity of the Army which is built
on science is chemical warfare. From a small co-operative
effort between the National Research Council and the
Army, this activity has developed rapidly and is now a
highly co-ordinated project operating as a Directorate of
the Department of National Defence, but under a Director
General who is a civilian scientist on the staff of the National
Research Council. Of the active personnel about one-half
are civilian scientists and the rest are uniformed officers
and men.
Indicators for war gases and chemicals for other war
services have been synthesized and studied. The rubber
laboratory has investigated for production purposes or im-
provements, products used by almost every branch of the
Armed Forces including surgeons' gloves, ground sheets,
gas-mask components, artillery and tank parts, crash and
steel helmets. In addition, the laboratory has made numer-
ous acceptance tests on contract deliveries. Recently, much
attention has been given to rubber conservation problems
and to the study of synthetic rubber processes. Commercial
production of fuse-powder charcoal was carried on until
recently by the National Research Council; manufacturing
has now been turned over to a commercial concern.
Activities in the textile laboratory have been largely in
connection with acceptance test work and specifications.
Special problems included an investigation of methods to
reduce weathering of canvas duck, a study of thermal trans-
mission of blankets, colour analyses of certain types of
textile products and work on respirator pads.
Inspections have been made and advice given as to the
suitability of a variety of leathers for different military
purposes. Examination has been made of numerous dressings
and waterproofing compounds for leathers. Tensile strength
tests on leathers, and wear-resistance tests, chiefly on com-
position-sole materials were carried out for the Department
of National Defence.
Component parts of certain anti-aircraft protection de-
vices were constructed. Transport sheet resins for military
purposes have been tested against specifications ; vulcanized
fibre identification discs and other objects have been ex-
amined, and general consideration has been given to the
substitution of plastics for metals in a number of articles
and parts related to war materials.
Preservative coatings for use on military vehicles and
other equipment for war purposes have been developed. A
surprising variety of finishes is required in this field and
many of the materials are comparatively new to Canadian
industry.
Mention should be made of the establishment of an ex-
plosives laboratory to carry out testing required under
the Explosives Act and to conduct research on explosives
and related compounds. This laboratory is under the joint
administration of the National Research Council and the
Department of Mines and Resources.
FOE THE AIR FORCE
Establishment of the new aeronautical laboratories just
outside of Ottawa has provided improved facilities for re-
search on the multitude of problems arising from modern
trends in aviation. Closest co-operation is maintained be-
tween the Royal Canadian Air Force and the Council's
laboratories through the Associate Committee on Aero-
nautical Research, the chairman of which is the Air Member
for Aeronautical Engineering, R.C.A.F. Much of the work
in progress relates to problems that have been suggested
by Air Force authorities in Canada, the United Kingdom
or the United States.
Horizontal and vertical wind tunnels enable tests to be
made on model aircraft of all kinds to determine their
characteristics, good or bad, which are likely to affect their
behaviour in flight. These studies are very important in
the development of superior fighting machines and in work-
ing out all possible safeguards for the flying personnel who
use them. In the engine laboratory, dynamometer rooms
are provided for the testing of aircraft engines, while in
the gasoline and oil laboratory complete equipment is pro-
vided for physical and chemical testing of aviation fuels
and lubricants. A structures laboratory provides for the
fabrication of prototypes of aircraft and for the test of
component parts.
Experimental work required in connection with scientific
problems under investigation in the National Research
laboratories is often carried out co-operatively with the
Royal Canadian Air Force Test and Development Estab-
lishment which is really a full-scale experimental flying sta-
tion. In this way it has been possible to correlate in a most
effective way the results of laboratory and model experi-
ments with full-scale tests and to bring together on a com-
mon project civilian scientists and Service operating per-
sonnel.
During the year the Radio Section continued to work on
the development of secret radio locator equipment with
considerable success. There are already in the hands of
the Services numerous different equipments which have been
developed in the National Research Laboratories. Some of
these have already been used successfully against the enemy.
FOR WAR INDUSTRIES
Industrial requirements for war materials have created
many new problems on which the National Research Coun-
cil has been invited to lend its assistance.
The Division of Applied Biology has rendered valuable
assistance in the fitting of temporary refrigerators on mer-
chant vessels. The successful transport of perishable food-
stuffs demands refrigerated shipping space or the conversion
of the material to a less perishable form that can be carried
in ordinary stowage. This problem is most acute for bacon
which goes forward in large volume. The shortage of refrig-
erated space has also affected other perishable commodities.
Considerable work has been done on the treatment of
shell eggs to avoid deterioration during shipment at ordinary
temperatures. All export eggs, however, are now shipped in
powder form and the work of this group of investigators is
now directed towards the development of methods for
assessing quality and developing drying processes capable
of producing a dried egg material of high quality.
Dehydration of meat, chiefly pork and cured ham, has
been studied and an acceptable quality of product has been
obtained. Closely related to food studies on products for
shipments overseas is the development of containers in
which a substitute for tin plate has been used. Packages
based primarily on fibre and wax combinations have been
found useful. Dehydrated products require packaging in
waterproof materials.
The need for magnesium, the lightest of all metals, for
example, led to intensive research and resulted in the devel-
opment of a process well suited to Canadian conditions of
production. A plant of ten-tons capacity per day, built by
the Department of Munitions and Supply to use this pro-
cess, is in operation, while plants totalling about 100 tons
per day capacity are being built in several centres in the
United States.
The shortage of natural rubber, which is so important
for military purposes in this age of mechanization, has
stimulated research on the possibility of producing rubber
from plants that can be grown on the American continent.
Synthetic rubbers of various types are being developed and
tested, and plants are being established for the production
of the more useful types. In this work and in hundreds of
other industrial problems the scientists on the staff of the
National Research Council are playing an important part.
108
February, 1943 THE ENGINEERING JOURNAL
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
January 25th, 1943
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 mav 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 Pre86"1
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
»r 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 lor
Admission as were not included in the high school or matriculation examination
which he has already passed; he shall not remain in the clasB of Student after he has
attained the age of twenty -seven years, unless in the opinion of Council special cir-
oumstances 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
■ot necessarily mean that their applications are endorsed by such members.
FOR ADMISSION
AUBERT— MARCEL A., of Montreal, Que. Born at Montreal, Jan. 24th, 1905;
Educ: B.A.Sc, CE., Ecole Polytechnique, 1928; 1924, dam location, Quebec
Streams Commn.; 1925, power line constrn., Southern Canada Power Co.; 1926,
Dominion Water & Power Bureau; 1927, road location and timber estimating; 1928,
mine engrg., A. Mailhiot, consltg. engr.; 1928-30, asst. engr., new bldg.. 1930-35,
chief engr., supervising bureau, Univ. of Montreal; 1935-36, bridge designer, Quebec
Public Works Dept. ; 1936, gen. engrg., F. J. Leduc & Associates; 1936-38, surveying,
road location, and constrn., L. Bernardin, CE.; 1938-39, concrete and gen. civil
engrg., Archer & Dufresne, Quebec; 1939-40, bldg. design, roads, L. Bernardin;
1940, road engr., Quebec Roads Dept.; July 1940 to date, gen. civil engrg., Aluminum
Co. of Canada, and professor, Montreal Technical School.
References: J. -A. Lalonde, L. Trudel, D. G. Elliot, S. R. Banks, L.-A. Duchastel,
E. Prévost.
BLAIS — ROBERT, of Ottawa, Ont. Born at Ottawa, Nov. 18th, 1888; Educ :
B.A.Sc, CE., Ecole Polytechnique, 1912; with Dept. of Public Works, as follows:
1909-12, engrg. student, 1912-21, asst. engr., 1921-36, senior asst. engr., 1936-37,
engr., grade 1, 1937-41, engr., grade 2, 1941 to date, suptg. engr., Chief Enginner's
Branch.
References: K. M. Cameron, R. deB. Corriveau, F. G. Goodspeed, J. -A. Lalonde
J.-E. St-Laurent.
DUNCAN— ALLAN S. E., of Montreal, Que. Born at Toronto, Ont., June 10th,
1917; Educ: B.Sc (Chem.), Queen's Univ., 1940; 1939-40 (summers), asst. inspr.,
airport constrn., Dartmouth, N.S.; 1941 (Jan. -June), chem. control, nitro-cotton
mftre. ; June 1941 to date, plant mgr., Oxygen Co. of Canada Ltd., Montreal, Que.
• References: W. E. Patterson, L. M. Arkley, L. T. Rutledge, D. S. Ellis, A. Jackson.
DUQUETTE— ROLAND R., of 262 Outremont Ave., Outremont, Que. Born at
Montreal, Oct. 17th, 1907; Educ: B.A.Sc, CE., Ecole Polytechnique, 1932; R.P.E.
of Que.; 1931-32, with Villeneuve, Bernier & Leblanc, cons, engrs.; 1933, asst.,
hydraulic lab., Ecole Polytechnique; 1933, with Ricard & Royer, cons, engrs.;
1934, member of firm, Ricard, Royer, Brillon & Duquette, cons, engrs.; 1935-42,
partner, deGuise & Duquette, cons, engrs.; 1942 to date, with McDougall& Friedman,
Montreal, as supervising engr., at Dominion Arsenal plants.
References: J. -A. Lalonde, H. Gaudefroy, L.-A. Duchastel, L. Trudel.
GARDNER— DONALD, of 540 Charlotte St., Peterborough, Ont. Born at
Calgary, Alta., Feb. 20th, 1910; Educ: B.Sc. (Elec), Univ. of Alta., 1941; 1941-42,
test course, Aug. 1942 to date, student engr., industrial control. Can. Gen. Elec.
Co. Ltd., Peterborough, Ont.
References: D. V. Canning, A. L. Malby, W. T. Fanjoy, H. R. Sills, J. Cameron
GARDNER— CYRIL JAMES, of 252 James St. South, Hamilton, Ont. Born at
Birmingham, England, Dec 16th, 1907; Educ: B. A. McMaster Univ., 1935. M.Sc,
London Univ., 1940; 1921-25, ap'tice toolmaker, Turner Tool Mfg. Co., Birmingham,
England — 1922-25, Central Technical Institute, Birmingham; 1927-31, machinist
toolmaker, Hamilton Bridge Co. ; 1935-38 with British War Office as follows: 1935-36,
dftsman., tools and guages, 1936-37, dftsman in charge drawing office, army ordnance
shops, Woolwich Arsenal, and 1937-38, engrg. aBst.; 1940-42, Dept. of Munitions &
Supply — officer i/c mach. tools section, asst. to chief of divn., mach. tools, guages
and plant records, administrative and technical asst. to the director -general of
industrial planning branch, also part time asst. to the director general, army engrg.
branch; at present, manager of production planning dept., Hamilton Bridge Works,
Hamilton, Ont.
References: W. F. Drysdale, H. J. A. Chambers, A. Love, W. B. Nicol, A. W.
Sinnamon.
HUNTER— DAVID, of 158 Portage Ave. East, Winnipeg, Man. Born at St.
Andrews, Scotland, Jan. 20th, 1908; 1924-25, consltg. engr's. office asst.; 1925-26,
house wiring and storekeeper; 1926-27, substation operator, Nipigon system, H.E.P.C
of Ont.; 1927-31, ap'tice elec machinist, 1929-34, elec. machinist on installn. of
elec. equipment in power projects across Canada, and 1934-35, time study man,
rate dept., Canadian Westinghouse Co. Ltd.; 1935-36, pumping station operator,
City of Hamilton; 1936-41, diagnosing of trouble and making repairs to large elec.
apparatus, and at present, sales engr., Canadian Westinghouse House Co. Ltd.,
Winnipeg, Man.
References: H. L. Briggs, E. E. Orlando, W. L. McFaul.
JANE— ROBERT STEPHEN, of 6 Holmdale Road, Hamsptead, Que. Born at
Cornwall, England, Dec. 27th, 1898; Educ: B.Sc, Univ. of B.C., 1922. M.Sc,
1923, Ph.D., 1925, McGillUniv.; 1919-22 (summers), Topogl. Survey, Dom. Govt.;
1922-24, demonstrator in chemistry, McGill Univ., 1925-27, demonstrator in physics,
Sir John Cass Technical Institute, London; 1928-36, chem. engr., research and
development work, 1936-42, research and development work and also patent dept.,
Shawinigan Chemicals Ltd.; at present, director, electro-metallurgical research dept.,
Shawinigan Water & Power Company, Montreal.
References: J. B. Challies, F. S. Keith, J. A. McCrory, J. Morse, P. S. Gregory.
JANELLE— WALDECK ALEXIS, of 610 Champagneur St., Outremont, Que.
Born at St. Philippe de Laprairie, Que., Nov. 7th, 1899; Educ: B.A.Sc, CE., Ecole
Polytechnique, 1924 R.P.E of Que.; 1920-24 (summers), Quebec Streams Commn.;
1927-33, lab. technician, testing and research in pulp and paper lab., Bonaventure
Pulp & Paper Co., Chandler, Que., 1936-40, insptg. engr., on road constrn., Prov.
of Quebec, Dept. of Mines & Resources, Ottawa; 1940-41, asst. to supervising engr.
on constrn. for Allied War Supplies Corp., Montreal; at present, lab. technician,
testing and research, concrete lab., Aluminum Co. of Canada, Ltd., Shipshaw, Que.
References: W. H. Norrish, W. F. Campbell, C. Miller, J.-P. Chapleau, J.-A.
Lalonde, J.-P. Lalonde, F.-J. Leduc, R. Sauvage.
LANCASTER— WALLIS JOHN, of 1176 St. Mark St., Montreal, Que. Born at
Fassette, Que., March 1st, 1909; Educ: 3 years, maths, and trig., and 1 year structl.
design, Montreal Technical Evening School. Special 5 year evening course conducted
by V. R. Davies, M.E.I.C, incl. maths., strength of materials, mechanics, thermo-
dynamics, hydraulics; 1924-28, ap'tice in mech. engrg., 1928-32, dftsman (industrial
machinery), 1932-36, dftsman (platework and boiler design), Canadian Vickers Ltd.;
1936 to date, designer of power plant equipment for Combustion Engineering Cor-
poration Ltd., Montreal, Que.
References: J. G. Hall, L. H. Birkett, V. R. Davies, P. F. Stokes, R. M. Calvin,
G. Agar, R. C Flitton.
LEY— ALBERT GEORGE, of 4353 Wilson Ave., Montreal, Que. Bom at Louis-
burg, N.S., Oct. 24th, 1905; Educ: B.Sc. (E.E.), N.S.Tech. Coll., 1930; 1919-22
(summers), ap'tice, machine shop; 1924-27 (summers), fireman, tow boat, 1922-23,
chemist, Dominion Iron & Steel Co.; 1929 (summer), electrician's helper; 1930-37 and
Nov. 1937 to Feb. 1938, distribution engr., N.S. Light & Power Co.; 1937 (June-Nov.),
acting gen. supt., Demerara Electric Company; Feb. 1938 to date, engr., assigned as
asst. to supervisor, northern properties, Montreal Engineering Company, Montreal,
Que.
References: G. A. Gaherty, G. H. Thompson, J. T. Farmer, D. Stairs, J. B. Hayes.
McKENNA— JOSEPH VICTOR, of 300 Arthur St., Oshawa, Ont. Born at
Hamilton, Ont., Jan. 1st, 1916; Educ: B.A.Sc. (Mech.), Univ. of Toronto, 1942;
1939^40-41 (summers), tool repair Ford Motor Co., locomotive mtce., Algoma Steel
Corpn., tool inspection, Otis-Fensom Elevator Co.; at present. Junior layout man
and engr., General Motors of Canada, Oshawa, Ont.
References: C R. Young, R. W. Angus, E. A. Allcut, J. J. Spence, W. J. W. Reid.
MOFFATT— EDWARD HOPKINS, of 4870 Cote des Neiges Road, Montreal,
Que. Born at Newcastle, Pa., U.S.A., April 6th, 1894; Educ: S.B., Harvard Univ.,
1920. Extension courses, New York Univ., Toronto, and McGill; 1921-22, dftsman.,
physics dept., Univ. of Toronto; 1922-37, various jobs, principally radio engrg.
(industrial research), bio-physics (vitamin D. and pharmaceuticals), with three years
social settlement work; 1937 to date, research engr., i/c research and control labs.,
aeronautical divn., Canadian Car & Foundry Co. Ltd., Montreal.
References: W. S. Atwood, D. Boyd, E. F. Viberg, H. J. Roast, B. Collitt.
(Continued on page 110)
THE ENGINEERING JOURNAL February, 1943
109
Employment Service Bureau
NOTICE
Technical personnel should not reply
lo any of the advertisements for situa-
tions vacant unless—
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.
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
SITUATIONS VACANT
MECHANICAL ENGINEER, junior, to act as assist-
ant to engineer in charge of maintenance in one
division of plant, or other related work such as
mechanical installation. Apply to Box No. 26I.5-V.
CHEMICAL ENGINEER, supervisor to take care of
experimental and development work in connection
with alumina plants. Apply to Box No. 2616-V.
MECHANICAL, CIVIL, MINING, METALLUR-
GICAL OR CHEMICAL ENGINEER, for develop-
ment and control work probably leading to super-
visory capacity if required ability is proven in
potrooms. Apply to Box No. 2617-V.
ELECTRICAL ENGINEER with at least five years
experience. Design and layout (on draughting board
at least part of time) of power and lighting for in-
dustrial plant. Apply to Box No. 2618-V.
MECHANICAL ENGINEER. Either capable of mak-
ing mechanical repairs to shovels, tractors, etc., or
willing to learn. Apply to Box No. 2619-V.
GEOLOGIST. To undertake exploration for bauxite
under supervision of chief geologist. Apply to Box
No. 2620-V.
METALLURGICAL ENGINEER. Technical control
and development of light alloy easting procedures.
Apply to Box No. 2621 -V.
SITUATIONS WANTED
CIVIL ENGINEER, 38, experienced in all types of
building construction and in industrial layout work.
Wants permanent or temporary position in charge of
design or construction. Present location, Montreal.
Apply to Box No. 576-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.
REQUIRED IMMEDIATELY
Chemical, Civil, Electrical,
Mechanical and
Metallurgical Engineers
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to Box No. 2622-V
The Employment Service Bureau
The Engineering Institute of Canada,
2050 Mansfield Street,
Montreal, Que.
TRANSITS, LEVELS and accessories for rent.
Apply to Ralph Kendall, m.e.i.c, 49 Granville
Street, Hailfax, N.S.
PRELIMINARY NOTICE (Continued from page 109)
NOAKES — FRANK, of Toronto, Ont. Born at Edmonton, Alta., Oct. 13th, 1913;
Educ • B.Sc. (E.E.), Univ. of Alta., 1937. M.S., 1937, Ph.D. (E.E.), 1940, Iowa
State College; R.P.E. of Ontario; 1935-36-37 (summers), rodman, Geol. Survey,
road constrn., Jasper Banff Highway, survey asst., Dept. of Transport; 1939-40,
research asst., engr. experiment station, Ames Iowa; 1940, lecturer in elec. engrg.,
Univ. of Toronto; 1941 (summer), engr., design office, Ferranti Electric, Toronto;
1942 (summer), engr., National Research Council, Univ. of Toronto; at present,
lecturer in elee. engrg., University of Toronto, Toronto, Ont. ..„■•»
References: C. R. Young, R. S. L. Wilson, E. A. Allcut, \\ . E. Cornish, R. F.
Legget.
TYLEE— ARTHUR KELLAM, of 150 Argyle Ave., Ottawa, Ont. Born at
Lennoxville, Que., April 24th, 1887; Educ: B.Sc, Mass. Inst. Tech., 1907; 1907-30
(with exception of 1914-20— R.A.F.), with George T. McLaughlin Company, Boston,
Mass., various duties, incl. supt., chief engr. and director in charge of production
and engrg., at present supervisor, overhaul and repair divn., aircraft branch, Dept.
of Munitions & Supply, Ottawa, Ont.
References: C. D. Howe, E. P. Murphy, K. M. Cameron, D. Stairs, L. C. Jacobs.
WOERMKE — ORVILLE R., of Buckingham, Que. Born at Arnprior, Ont., Oct.
25th, 1916; Educ: B.Sc. (Chem.), Queen's Univ., 1939; R.P.E. of Que.; 1934-35,
lumber mills of Gillies Bros., Braeside, Ont.; 1934 (winter), highway constrn., Dept.
Nor. Development; 1939-40, soapmaker, United Chemical Co., Montreal; 1940,
instructor, Queen's Univ.; 1940, dftsman., and 1941 to date, plant designing engr.,
Electric Reduction Co. of Canada Ltd., Buckingham, Que.
References: R. M. Prendergast, A. Jackson, N. Malloch, A. N. Ball.
FOR TRANSFER FROM JUNIOR
FERRIER— JOHN ALEXANDER, of Renfrew, Ont. Born at Renfrew, May 27,
1909; Educ: B.Sc, Queen's Univ., 1937; 1935-36 (summers), Ford Motor Co.;
1937-38, Bailey Meter Co.; 1938-40, i/c automatic control equipment, and 1940-42,
foundry mtce. and planning, Ford Motor Co.; 1942 to date, base engineer, special
branch, R.C.N. V.R., H.M.C. Dockyard, Halifax, N.S. (Jr. 1939).
References: W. Mitchell, J. E. Daubney, B. R. Spencer.
HOOD— GEORGE LESLIE, of 29 Hardy Street, North Bay, Ont. Born at
Minnedosa, Man., Apr. 17th, 1910; Educ: B.Sc (Elec), Univ. of Man., 1932;
1934-37, elect'l. mtce., Howey Gold Mine; 1937-38, demonstrator, Univ. of Toronto;
1938 (2 mos.), dftsmn., Toronto Harbour Commission; June 1938 to date, asst.
meter and relay engr., H.E.P.C. of Ontario, testing, mtce. and inspection of meter,
relay and control equipment. (St. 1930; Jr. 1940).
References: E. P. Fetherstonhaugh, N. M. Hall, H. Robertson, L. G. Scott, S.
H. deJong, J. A. Aeberli.
JONES— ARTHUR R., of 5 Anne St., Peterborough, Ont. Born at Wessington,
Alta., Sept. 7, 1905; Educ: B.Sc. (Elec), Univ. of Alta., 1928; 1928, mine surveying
and equipment installn.; 1929, test course, 1930-31, A.C. Engrg., and 1931 to date,
asBt. to induction motor engr., Canadian General Electric Co., Peterborough, Ont.
' References: A. L. Malby, D. V. Canning, V. S. Foster, W. T. Fanjoy, H. R. Sills.
THURSTON— ARTHUR MONROE, of 149 Cornwall Ave., Town of Mount
Royal, Que. Born at Toronto, July 7, 1912; Educ: B. Eng., McGill Univ., 1936;
R.P.E. Quebec; 1936-38, student apprentice, 1938-40, engr., Shawinigan Water &
Power Co., Montreal; 1940 to date, with Dom. Electric Protection Co. as follows;
1940-42, special products engr., i/c production of aircraft instruments for Dominion
Govt., and 1942 to date, plant mgr., responsible for installn. and mtce. of central
station apparatus and installns. through Dominion. Also responsible for engrg.
office and test lab. staffs, also acting as technical adviser to mfg. dept. and responsible
for special products instrument inspection staff. (Jr. 1939).
References: R. E. Heartz, F. S. Keith, G. D. Hulme, J. M. Crawford, G. R.
Hale, L.-A. Duchastel, C. F. Christie, R. W. Hamilton, G. E. Templeman.
WHITE— WALTER EDMUND, of 146 Manor Rd. East, Toronto. Born at
Stouffville, Ont., Aug. 9, 1905; Educ: B.A.Sc, 1928, E.E. 1936, M.A.Sc 1941,
Univ. of Toronto; B.Sc (economics) Univ. of London, England, 1939 (external
degree); summers as follows: 1925, Ford Motor Co., Detroit; 1926, Western Electric
Co., Chicago, 1927, Western Electric Co., Kearney, Ont.; 1928-29, meter engr.
H.E.P.C. of Ontario; 1929-39, development engr., responsible for design of testing
equipment. Northern Electric Co. Ltd., Montreal; at present, test engr., radio
division, Research Enterprises Ltd., Toronto. (Jr. 1931).
References: H. Miller, W. H. Eastlake, W. C. M. Cropper, N. L. Morgan, A. B.
Hunt, C. R. Young.
FOR TRANSFER FROM STUDENT
BOURBONNAIS— GEORGE VALOIS, of Dorion, Quebec. Born at Quebec City
■ luly 11. 1915; Educ: B.Eng. (Civil), McGill Univ., 1940; 1940-41, asst. camp engr.
officer, 1941-42, camp engr. officer, and 1942 to date, 2nd i/c B. Company, 3rd
Battalion, R.C.E., Canadian Army Overseas, with rank of Captain. (St. 1938).
References: W. S. Lawrence, E. Brown, R. E. Jamieson, L. Trudel, R. Del.-
French.
McARTHUR— DONALD SMITH, of 27 Heney St., Ottawa, Ont. Born at
Gilbert Plains, Man., Jan. 14, 1918; Educ: B.Sc. 1939, M.Sc. 1941, Univ. of Sask..
1939-40 (summers), supt., Hi-Way Refineries; 1941-43, junior research engr., Na-
tional Research Council, Ottawa. (St. 1938).
References: J. H. Parkin, C. J. Mackenzie, N. B. Hutcheon, I. M. Fraser.
OLAFSON— MAGNUS JOSEPH, of Park Road P.O., Ontario; born at Leslie,
Sask., Dec 22, 1912; Educ: B.Sc. (Mech.), Univ. of Sask., 1939; 1939-40, dftsmn..
1940-41, chief dftsmn., Steel Co. of Canada, Hamilton; Jan. 1942 to date, asst.
machine tool engr., Modern Tool Works, Toronto. (St. 1939).
References: C. J. Mackenzie, I. M. Fraser, N. B. Hutcheon, R. A. Spencer, \\
A. T. Gilmour.
RICHARDSON— GEORGE WILLIAM, of Riverside, Out. Born at Montreal.
July 7, 1914; Educ: B.Eng., McGill Univ., 1942; 1936-41, apprentice (machinist).
C.N.R.; 1942 (May-Nov.), junior research engr., National Research Council; at
present, chassis engr., dept. of automotive engrg., Ford Motor Co. of Canada,
Windsor, Ont. (St. 1940).
Reference: C. M. McKergow, A. R. Roberts, B. Brown, R. DeL. French.
RING— ALFRED JACKSON, of 8606 Drolet St., Montreal. Born at Fredericton,
N.B., July 31, 1913; Educ: B.Sc. (Civil), Univ. of N.B., 1940; 1937-39, (summers),
with Canadian Copper Refineries, Montreal, Currier Constrn. Co., Fredericton, and
Geological Survey of Canada; with Defence Industries Ltd. as follows; 1940-41,
dftsmn., engrg. dept., Montreal; 1941-42, mtce. engr., Pickering, Ont.; at present
foreman, Montreal Works. (St. 1940).
References: A. B. McEwen, C. H. Jackson, M. S. Macgillivray, J. W. LeR Ross
J. Stephens, E. O. Turner, A. F. Baird.
SUTHERLAND— DONALD BOYD, of 57 Atlantic St., Halifax, N.S. Born at
Macleod, Atla., May 3, 1913; Educ: B.Sc, Engrg. Dip., Dalhousie Univ., 1934.
Completed 3rd year mining, Queen's Univ., 1939; 1934-35, asst. to engr., assayer,
storekeeper, and 1935-38, engr., responsible for underground and surface surveys,
direction of development programmes, design of bldgs., etc., Guysborough Mines.
Ltd., Goldenville, N.S.; 1938-39, geologist, Ventures Ltd.; 1940-41, geologist, Cana-
dian Malartic Mines; 1941-42, engr., Guysborough Mines Ltd., and Tungsten Mines
Ltd., Indian Path, N.S.; also some work on Dom.-Prov. Rehabilitation Project at
Fifteen Mile Stream, N.S.; at present Prob. Sub.-Lieut., R C.N.V.R. (St. 1932).
References: W. P. Copp, G. V. Douglas, A. E. Cameron, W. E. Neelands, A. E.
Flynn.
ZWEIG— IRVING ISRAEL, of 361 Wilbrod St., Ottawa, Out. Born at Montreal,
Aug. 14, 1916; Educ: completed 1st year engrg., McGill Univ.; B.Sc, Sir George
Williams College, 1942; 1936-38, cost accountant, credit mgr. and asst. in pro-
duction and plant management, Knit-Craft Mills, Montreal, Que.; 1939-42, clerk,
Montreal Engrg. Branch, Marine Service divn. Dept., of Transport (Dom. Govt.),
i/c office work under supervn. marine supt. and chief dftsmn.; at present, senior
research asst. Divn. of Physics and elect'l engrg , optics section. National Research
Council. (St. 1941).
References: R. W. Boyle, J.-E. St. Laurent, R. S. Eadie, R. M. Robertson, J. B.
Phillips. E. Brown.
110
February, 1913 THE ENGINEERING JOURNAL
Industrial News
MONOFILAMENT NYLON BRUSH
BRISTLES
Canadian Industries Limited, Plastics
Division, Montreal, Que., have prepared a
15-page bulletin describing the development
of "Nylon" and its use in monofilament form
for brush bristles. In addition to describing
the features of these bristles in different
applications, their general physical and
chemical properties when used for industrial
brushes are tabulated; illustrations show
different types of brushes employing "Nylon
bristles.
CENTRIFUGAL PUMPS
Bulletin 41-C, 15 pages, recently issued by
Darling Brothers Limited, Montreal, Que.,
features the "Darling" Class B motor driven
centrifugal pump, and contains cross-sec-
tional drawings with descriptions of all prin-
cipal parts. Steam turbine, V-belt motor and
gasoline driven pumps are illustrated and
described and in addition to specifications,
dimensional and rating tables and other data,
a number of typical pump installations are
shown.
LUBRICATING SERVICE EQUIPMENT
"Alemite Service Equipment" is the title of
a 48-page catalogue recently issued by
Stewart-Warner-Alemite Corp. of Canada
Ltd., Belleville, Ont. This catalogue contains
innumerable photographs with specifications
and other descriptive matter covering the
company's extensive line of lubricating
equipment. Many new and exclusive features
that have been incorporated in these products
are shown. These include the "Super De
Luxe" high and low pressure, air and hand
operated barrel pumps, the "Master" and
"Advance" lines of pumps, "Alemiter"
cabinets, centre stands, oil bars and depart-
mental service units. Other items include
barrel pumps, transfers, loaders, air operated
and electric hand and foot operated power-
guns and specialized guns and lubrication
equipment, etc.
CARTON STITCHERS
Acme Steel Company of Canada, Ltd.,
Montreal, Que., have for distribution a
6-page folder describing in detail the various
standard and special types of "Silverstitcher"
carton stitchers available to shippers of war
products. Detailed specifications, numerous
illustrations depicting special features and
various uses are shown.
WORKMAN'S WARTIME PLEDGE
CARD
Canadian Koebel Diamond Tools Limited,
Windsor, Ont., as part of a continuing pro-
gramme of tool conservation, has just
published a Canadian Workman's Wartime
Pledge Card, which stresses the theme "When
you extend the life of a tool for a single hour
or make that tool do better work, you are
making a worthwhile contribution to Cana-
dian ideals and to Canada's future." Cards
are available to industry in any quantity, free
of charge, upon request to the Company.
WOOD PARTITIONS
An 8-page bulletin being distributed by The
Mills Company, Cleveland, Ohio, is fully
illustrated with photographs and mechanical
drawings, describing a new type of wood
partition for offices, cubicles, toilets and
factories. These are streamlined in design
and are said to be sturdy, rigid and long
lasting, and combine the advantages of inter-
changeability, movability, etc. All office door
sections with frames are inter-changeable
with 42" wide panel units and the partitions
contain ample wiring connections in their
bases, posts and cornices; for toilets, each
wood panel is ready to erect being pre-
fabricated from % in., five-ply plywood.
Industrial development — new products — changes
in personnel — special events — trade literature
NOVA SCOTIA
THE MINERAL PROVINCE
OF EASTERN CANADA
The search for war minerals and the
prosecution of their production in Nova
Scotia is being carried on by such well
known Canadian Mining organizations
as: — Ventures Limited, Consolidated
Mining and Smelting Company Lim-
ited, Nipissing Mining Company
Limited and Inspiration Mining and
Developing Company. The Province is
indebted to these corporations for
their public spirited co-operation.
THE DEPARTMENT OF MINES
HALIFAX
L. D. CURRIE
Minister
A. E. CAMERON
[Deputy Minister
PLANNING AND SPECIFYING LIGHT
Curtis Lighting of Canada Ltd., Toronto,
Ont., have issued an 8-page bulletin in the
form of a handbook for the planning and
specifying of lighting equipment for war
production. It contains complete information
covering distribution curves, performance
tables, dimensions and details of installation
and features particularly the company's
"X-Ray" reflectors and fluorescent industrial
fixtures with "Fluratex" (non-metallic) re-
flectors and the Curtis "Tranquil ux" twin
fluorescent luminaire.
AUTOMOBILE AND TRUCK SPRINGS
McRobert Spring Service Limited, Mont-
real, Que., have for distribution a catalogue,
with 1942 supplement, which lists replace-
ment springs for every type of automobile and
truck. The data it contains is arranged under
the name of each type of vehicle, first for
fronts and then for rears, giving stock and
manufacturers numbers, models of cars, year
of manufacture, number of leaves, length of
short and long ends, free arch and bushings.
THE PLASTIC FOR THE TASK
A 4-page bulletin prepared by Duplate
Canada Limited, Oshawa, Ont., illustrates
and describes the plant facilities and nume-
rous and varied products of this company. It
stresses the complete plastic service offered
by the company to Canadian manufacturers.
It also features the plant of Duplate Tool &
Die Limited, a subsidiary company, fully
equipped .for gauge, jig and fixture making
with special equipment for plastic moulds.
SAFETY CLOTHING AND EQUIPMENT
Catalogue No. 45, 64 pages, of The Safety
Clothing & Equipment Company, Cleveland,
Ohio, illustrates and describes the Company's
extensive line of equipment manufactured for
the industrial safety field. Variations of each
product, the different materials, sizes and
styles in which each is available and its par-
ticular uses are included under the following
headings; hats and helmets; hoods and masks;
aprons; asbestos clothing; fireproofed cloth-
ing; rubber clothing; leather clothing; gloves;
mittens; leggings; face shields; shoes; safety
belts; guards; magnifiers; lamps and lanterns;
stretchers and litters; skin protective creams
and liquids; fire extinguishers; and miscel-
laneous safety devices and first aid supplies.
MACHINE TOOLS
An 8-page bulletin just issued by Jefferson
Machine Tools Company, Cincinnati, Ohio,
describes this Company's "Bulldog" pre-
cision milling machines; milling machine
attachments; conversion attachments for
lathes; endless belt sanding machines; swing
frame grinding and polishing machines and the
gyratory foundry riddle for screening, mould-
ing and core sands, also for fine, medium and
coarse dry materials. Each piece of equip-
ment is illustrated and fully described.
REFRACTORY LABORATORY WARE
Norton Company of Canada, Ltd., Hamil-
ton, Ont., have issued a 12-page bulletin
which is devoted to the description of various
refractory products made from "Alundum "-
electrically fused alumina. After describing
the source and method of producing the basic
product, this bulletin gives the properties of
(crystalline) alumina and the properties of
"Norton" refractories (Alundum ware). Var-
ious shapes are illustrated and tables of stock
sizes are included. Among these are crucibles,
ignition capsules, melting crucibles, flame
collars, filtering devices and combustion
boats.
ARC WELDING TECHNIQUE
A booklet recently issued by The Steel
Company of Canada, Ltd., Montreal, Que.,
and Hamilton, Ont., describes an amazingly
simple technique in electric arc welding which
eliminates the wastage of electrode stub ends,
thus conserving critical materials, saving
time and reducing costs.
MATERIAL HANDLING AND OTHER
EQUIPMENT
"Industrial Time and Money Savers" is
the title of a 4-page bulletin recently issued
by S. A. Armstrong Limited, Toronto, Ont.,
featuring the "Reco-Barrett" line of lift
trucks and portable elevators. The bulletin
also contains illustrations and details covering
the company's portable cranes, drum storage
racks, two- wheel hand trucks, pressure
reducing and regulating valves, pull hoists,
electric hoists, automatic combustion control
equipment and heat exchangers.
RUBBER STAMPS AND MARKING
DEVICES
Dominion Marking Devices Reg'd., Mont-
real, Que., have prepared a catalogue, 104
pages, which is a comprehensive list of the
extensive line of rubber stamps and marking
devices handled by this company and included
are a great many stamping devices of stand-
ard design which have been on the market
for years but in which have been incorporated
the latest improvements. Among the special-
ties are various types of time stamps, ticket
punchers, lead seals and presses, stencil
plates, bronze plates, key tags, and badges of
various kinds.
SPRUE CUTTERS
A 4-page bulletin, No. 320-B, by Canadian
Blower & Forge Company, Ltd., Kitchener,
Ont., illustrates and gives specifications for
the "Buffalo" sprue cutters which are built in
single and double end types. The ends can be
removed permitting other tools to be used
for different work. Frames are electrically
welded, gears are cut from solid steel blanks,
pinions are nickel steel, shafts are chrome
nickel steel and bronze bearings are used
throughout. These machines are furnished
with an "Alemite" lubrication system and
equipped with a 10-h.p. motor giving a fly-
wheel speed of 250 r.p.m. with 32 strokes of
plunger per minute.
THE ENGINEERING JOURNAL February, 1943
29
4
IOHNS-MANVILLE AIDS TO
BOILER FURNACES . . . Johns- Man ville Superex is the
most widely used block insulation for temperatures be-
tween 600° and 1900° Fahrenheit. Low thermal conduc-
tivity means less thickness required than with any
other material of equal heat resistance.
SUPERHEATED STEAM LINES ... For maximum fuel
conservation, Johns-M anville Superex Combination In-
sulation is recommended. Built up of Superex and J-M
85% Magnesia, it has unusually high insulating value
and exceptional heat resistance.
LINES UNDER 600° . . . For greatest economy in serv-
ice up to 600° F., use J-M 85% Magnesia Pipe Insula-
tion. For many years the standard insulation for steam
lines, J-M 85% Magnesia combines light weight with
high insulating efficiency.
LOW TEMPERATURES . . . J-M Rock Cork Sheets and
Pipe Insulation are recommended for cold storage con-
struction and refrigerating equipment. J-M Rock Cork
does not rot or decay. Unusually moisture-resistant, it
assures permanently high insulating efficiency.
TRANSITE CONDUIT AND KORDUCT . . . Two types
of electrical conduit provide lower'installation cost and
reduced maintenance expense. Other J-M electrical ma-
terials include Asbestos Ebony, Trancell, Cable Fire-
proofing, Friction Tapes, Splicing Compounds.
SEALING COMPOUND . . . J-M Duxseal is a non-hard-
ening adhesive plastic compound with an asbestos base.
Duxseal adheres tightly to duct walls and cables, won't
slump or harden in service, and it is insoluble in water
and unaffected by ordinary gases and condensates.
30
February, 1943 THE ENGINEERING JOURNAL
POWER PLANT CONSERVATION
GENERAL UTILITY ROD AND VALVE STEM ... Un-
usually adaptable, J-M Mogul Packing may be used for
a wide variety of services. Soft and pliable at the start,
it stays that way . . . does not wilt under sustained heat.
Available twisted, and braided — round and square.
AGAINST STEAM, AIR, BRINE, OIL . . . J-M Sea
Rings provide a minimum of friction on rods and plung-
ers. They automatically seal on the work stroke, and
release on the return stroke . . . thus reducing friction,
minimizing rod wear, and conserving power.
I^HM^Ht
MOULDED PACKING PRODUCTS . . . J-M Packing
Cups, Seal Rings and other moulded packings are made
to the exact shape and size required. They are made
from materials proved by long experience to be most sat-
isfactory in the service for which they will be used.
DOOR LININGS, SPECIAL SHAPES . . . Shapes can
be cast, quickly and easily . . . and ready for service
within 24 hours ... by use of J-M Firecrete Castable Re-
fractories. Ideal for poured door linings. 3 types: Stand-
ard (2400°), High Temp. (2800°), Light Weight (2200°).
Specialists in Conservation for 84 Years
JOHTtS-MAKVULt
1131
PiODUCIS
Today, more than ever, power plant
conservation is important — indeed,
it is essential to the welfare of the
nation. J-M brings you the knowl-
edge accumulated during 84 years of
experience ... to help you avoid
waste, save fuel, and cut costs.
In power plants all over the coun-
try, J-M Power Products are today
contributing to the war effort, and
will tomorrow be available for the
resumption of peacetime activities.
For complete details on any or all
of the products described here, write
for Catalog GI-6A, Johns-Manville,
199 Bay Street, Toronto, Ontario.
JOHNS-MANVILLE POWER PRODUCTS
THE ENGINEERING JOURNAL February, 1943
31
PURCHASERS' CLASSIFIED DIRECTORY
A SELECTED LIST OF EQUIPMENT, APPARATUS AND SUPPLIES
FOR ALPHABETICAL LIST OF ADVERTISERS SEE PAGE 38
A
Acids:
Canadian Industries Limited.
Accumulators, Hydraulic:
Dominion Engineering Co. Ltd.
Hydraulic Machinery Co. Ltd.
Smart-Turner Machine Co. Ltd.
Alloy Steels:
Algoma Steel Corp. Ltd.
The Steel Co. of Canada, Ltd.
Ammeters and Voltmeters:
Bepco Canada Ltd.
Can. General Electric Co. Ltd.
Crompton Parkinson (Canada) Ltd.
Angles, Steel:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Apparatus Bushings:
Can. General Electric Co. Ltd.
Canadian Ohio Brass Co. Ltd.
Asbestos:
Can. Johns-Manville Co. Ltd.
Ash Handling Equipment:
Babcock-Wilcox & Goldie-Mc-
Culloch Ltd.
Combustion Engineering Corp. Ltd
United Steel Corp. Ltd.
Asphalt:
Barrett Co. Ltd.
Imperial Oil Ltd.
B
Ball Mills:
Canadian Allis-Chalmers Ltd.
Canadian Vickers Ltd.
Dominion Engineering Co. Ltd.
Foster Wheeler Ltd.
Balls, Steel and Bronze:
Can SKF Co. Ltd.
Barking Drums:
Can. Ingersoll-Rand Co. Ltd.
Horton Steel Works Ltd.
Barometers, Indicating:
Tavlor Instrument Cos. of Cda.
Ltd.
Barrels, Steel:
Smart-Turner Machine Co. Ltd.
Bars, Steel and Iron:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp.
Canadian Car & Foundry Co. Ltd.
The Steel Co. of Canada, Ltd.
Bearings, Ball and Roller:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Belting, Transmission, Conveyor.
Elevator:
Canadian Allis-Chalmers Ltd.
Can. Fairbanks-Morse Co. Ltd.
Dominion Rubber Co. Ltd.
Gutta Percha & Rubber Ltd.
Billets. Blooms. Slabs:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp
The Steel Co. of Canada, Ltd.
Bins:
Canada Cement Co. Ltd
Canadian Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
Horton Steel Works Ltd.
Blasting Materials:
Canadian Industries Limited.
Blowers, Centrifugal:
Can. Ingersoll-Rand Co. Ltd.
Northern Electric Co. Ltd.
Reavell & Co. (Canada) Ltd.
Blue Print Machinery:
Montreal Blue Print Co.
Boilers:
Babcock-Wilcox & GoIdie-McCul-
loch Ltd.
Canadian Vickers Ltd.
Combustion Engineering Corp Ltd.
Foster Wheeler Limited.
Vulcan Iron Wks. Ltd.
Boilers, Electric:
Can. General Elec. Co. Ltd.
Dominion Engineering Co. Ltd.
English Electric Co. of Canada
Ltd.
Boilers, Portable:
Foster Wheeler Ltd.
United Steel Corp. Ltd.
Boxes, Cable Junction:
Northern Electric Co. Ltd.
Braces. CrosB Arm, Steel, Plain or
Galvanized :
Northern Electric Co. Ltd.
The Steel Co. of Canada, Ltd.
Brackets. Ball Bearings:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Brakes. Air:
Canadian Controllers Ltd.
Can. Westinghouse Co. Ltd.
Brakes, Magnetic Clutch:
Bepco Canada Ltd.
Can. General Electric Co. Ltd.
Northern Electric Co. Ltd.
Bridge-Meggers:
Northern Electric Co. Ltd
Bridges:
Canada Cement Co. Ltd.
Canadian Bridge Co. Ltd.
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
Bucket Elevators:
United Steel Corp. Ltd.
Building Materials:
Canadian Johns-Manville Co. Ltd.
Buildings, Steel:
Canadian Bridge Co. Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd
Cables, Copper and Galvanized:
Can. General Electric Co. Ltd.
Canadian Telephones & Supplies
Ltd.
Northern Electric Co. Ltd.
Cables, Electric, Bare and In-
sulated:
Can. General Elec. Co. Ltd.
Canadian Telephones & Supplies
Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Caissons, Barges:
Canadian Bridge Co. Ltd
Dominion Bridge Co. Ltd.
Horton Steel Works Ltd.
Cameras:
Associated Screen News Ltd.
Capacitors:
Bepco Canada Ltd.
Can. General Electric Co. Ltd.
Can. Westinghouse Co. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Castings. Aluminum:
Aluminum Co. of Canada Ltd.
Castings, Brass:
Canada Metal Co. Ltd.
Dominion Engineering Co. Ltd.
The Superheater Co. Ltd.
Castings. Iron:
Babcock-Wilcox & Goldie-McCul
loch Ltd.
Dominion Engineering Co. Ltd.
Foster Wheeler Ltd.
The Superheater Co. Ltd.
Vulcan Iron Wks. Ltd.
Castings. Steel :
Canadian Car & Foundry Co. Ltd.
Vulcan Iron Wks. Ltd.
Catenary Materials:
Can. Ohio Brass Co. Ltd.
Cement Manufacturers:
Canada Cement Co. Ltd.
Chains. Silent and Roller:
Can. Fairbanks-Morse Co. Ltd.
Hamilton Gear & Machine Co.
Lyman Tube & Supply Co. Ltd
United Steel Corp. Ltd.
Channels:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Chemical Stoneware:
Doulton & Co. Ltd.
Chemicals:
Canadian Industries Limited.
Chemists:
Milton Hersey Co. Ltd.
Chippers. Pneumatic
Can. Ingersoll-Rand Co. Ltd.
Circuit Breakers:
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd
Northern Electric Co. Ltd.
Clarifiers. Filter:
Bepco Canada Ltd.
Clutches. Ball Bearing Friction:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Clutches. Magnetic:
Bepco Canada Ltd.
Northern Electric Co. Ltd.
Coal Handling Equipment:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
United Steel Corp. Ltd.
Combustion Control Equipment:
Bailey Meter Co. Ltd.
Compressors. Air and Gas:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Can. Ingersoll-Rand Co. Ltd.
Reavell & Co. (Canada) Ltd.
Smart-Turner Machine Co. Ltd.
Swiss Electric Co. of Can. Ltd.
Concrete:
Canada Cement Co. Ltd.
Condensers. Surface:
Babcock-Wilcox <fc Goldie-McCul-
loch Ltd.
Can. Ingersoll-Rand Co. Ltd.
Foster Wheeler Ltd.
Horton Steel Works Ltd.
Smart-Turner Machine Co. Ltd.
Condensers. Synchronous and
Static:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co Ltd.
Commonwealth Electric Corp Ltd.
English Electric Co. of Canada Ltd .
Northern Electric Co. Ltd.
Conditioning Systems, Air:
Can. General Electric Co. Ltd.
Conduit :
Can. General Elec. Co Ltd.
Can. Johns-Manville Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Phillips Electrical Works Ltd.
Conduit. Underground Fibre, and
Underfloor Duct:
Can. General Electric Co. Ltd.
Northern Electric Co. Ltd.
Controllers. Electric:
Amalgamated Electric Corp Ltd.
Canadian Controllers Ltd
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Controllers, Temperature:
Taylor Instrument Cos. of Cda.
Ltd.
Controls, Thermostatic:
Tavlor Instrument Cos. of Cda.
Ltd.
Conveyor Systems:
Mathews Conveyer Co. Ltd.
United Steel Corp. Ltd.
Couplings:
Dart Union Co. Ltd.
Dresser Mfg. Co. Ltd
The Steel Co. of Canada, Ltd.
Couplings, Flexible:
Canadian Controllers Ltd.
Can. Fairbanks-Morse Co. Ltd.
Canadian Vickers Ltd.
Dominion Engineering Co. Ltd.
Dresser Mfg. Co. Ltd.
Hamilton Gear & Machine Co
Peacock Bros. Ltd.
United Steel Corp. Ltd.
Crane Girders:
Canadian Bridge Co. Ltd.
Cranes, Hand and Power:
Canadian Bridge Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Dominion Bridge Co. Ltd
Hamilton Bridge Co. Ltd.
Herbert Morris Crane & Hoist
Co. Ltd.
Cianea, Shovel. Gasoline Crawler,
Pillar:
Canadian Vickers Ltd.
Crowbars:
B. J. Coghlin Co. Ltd
('rushers. Coal and Stone:
Canadian Allis-Chalmers Ltd
Can. Ingersoll-Rand Co. Ltd.
Culverts. Corrugated:
Canada Ingot Iron Co. Ltd.
Pedlar People Ltd
D
Dimmers:
Northern Electric Co. Ltd
Disposal Plants. Sewage:
United Steel Corp. Ltd.
Ditchers:
Dominion Hoist <fe Shovel Co. Ltd.
Drawing Pencils:
Dixon Pencil Co. Ltd.
Eagle Pencil Co. of Canada, Ltd.
Eberhard Faber Pencil Co. Canada,
Ltd.
Venus Pencil Co., Ltd.
Drills. Pneumatic:
Can. Ingersoll-Rand Co. Ltd.
Dynamite:
Canadian Industries Limited.
E
Economizers, Fuel:
Babcock-Wilcox &. Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
Foster Wheeler Ltd.
Peacock Bros. Ltd.
Elbows:
Dart Union Co. Ltd.
Electric Blasting Caps:
Canadian Industries Limited.
Electric Railway Car Couplers:
Can. Ohio Brass Co. Ltd.
Electrical Supplies:
Can. General Elec. Co. Ltd.
Can. Ohio Brass Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Electrification Materials, Steam
Road:
Can. Ohio Brass Co. Ltd.
Engines, Diesel and Semi-Diesel:
Babcock Wilcox & Goldie-McCul-
loch Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
English Electric Co. of Canada Ltd.
Ruston & Hornsby Ltd.
Engines, Gas and Oil:
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
English Electric Co. of Canada Ltd.
Engines, Steam:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canadian Vickers Ltd.
Evaporators:
Foster Wheeler Ltd.
Peacock Bros. Ltd.
United Steel Corp. Ltd.
Expansion Joints:
Dresser Mfg. Co. Ltd.
Foster Wheeler Ltd.
Explosives:
Canadian Industries Limited.
F
Feed Water Heaters, Locomotive:
The Superheater Co. Ltd,
Finishes:
Canadian Industries Limited.
Fire Alarm Apparatus:
Northern Electric Co. Ltd.
Floodlights:
Amalgamated Electric Corp. Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Flooring, Industrial:
Canadian Johns-Manville Co. Ltd
Floor Stands:
Jenkins Bros. Ltd.
Flooring, Rubber:
Dominion Rubber Co. Ltd.
Floors:
Canada Cement Co. Ltd.
Foil, Aluminum:
Aluminum Co. of Canada Ltd.
Foreite:
Canadian Industries Limited.
Forgings:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Foundations:
Canada Cement Co. Ltd.
G
Gaskets, Asbestos. Fibrous. Me-
tallic, Rubber:
Anchor Packing Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Johns-Manville Co. Ltd.
Garlock Packing Co. of Can. Ltd.
Robb, Joseph, & Co. Ltd.
Gasoline Recovery Systems:
Foster Wheeler Ltd.
32
February, 1943 THE ENGINEERING JOURNAL
Another Anchor Packing
Production schedules on small
parts requiring small sized
packing sets can be met by our
small ring packings. They are
made from braided asbestos,
flax or metallic constructions
— accurately die-formed to
close dimensions — suitably
lubricated for their service.
Write us for samples
Manufactured in Canada by
THE ANCHOR PACKING CO. LIMITED
FACTORY AND HEAD OFFICE: 5575 COTE ST. PAUL ROAD, MONTREAL
PRODUCTION PACKINGS
;■" ■
i
TORONTO
HAMILTON
SYDNEY, N.S.
f
V
buy COG H LIN SPRINGS
FOR QUALITY AND SATISFACTION
With seventy-four years' Canadian reputation and experience, you
can safely specify COGHLIN'S for all your spring requirements.
"•COGHLJN
M10 ONTAMO STREET EAST
MONTREAL
Ettablithcd lit»
\
Lb
Agents:
Filer-Smith Machinery Co., Ltd., Winnipeg Gordon & Belyea, Ltd., Vancouver l
i ' ■ A
THE ENGINEERING JOURNAL February, 1943
33
Quadruplex Compressors Single or
Double Stage in pressures up to 350
lbs. per sq. in. and 520 cu. ft. per
minute.
The Quadruplex Compressor
shown above is one of the well-
known Reavell line, which supply
Compressors for any pressure, any
volume and any form of drive.
Specialized concentration on the design and
manufacture of Compressors and Exhausters
solely has given Reavell outstanding leadership
in this particular field.
Sales and Service throughout Canada.
REAVELL & CO
(CANADA) LIMITED
CANADA CEMENT BLDG.
MONTREAL
Purchasers' Classified Directory
Gates, Hydraulic Regulating:
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Gauges, Draft:
Bailey Meter Co. Ltd.
Bristol Co. of Can. Ltd.
Gear Reductions:
Dominion Engineering Co. Ltd.
Hamilton Gear & Machine Co.
Peacock Bros. Ltd.
United Steel Corp. Ltd.
Gears :
Dominion Bridge Co. Ltd.
Dominion Engineering Co. Ltd.
Hamilton Gear & Machine Co.
United Steel Corp. Ltd.
Generators:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd
Northern Electric Co. Ltd.
Governors, Pump:
Bailey Meter Co. Ltd.
Peacock Bros. Ltd.
Governors, Turbine:
Canadian Allis-Clialmers Ltd.
Dominion Engineering Co. Ltd.
Gratings:
Canada Ingot Iron Co. Ltd.
Dominion Bridge Co. Ltd.
H
Hangers, Ball and Roller Bearing:
Can. Fairbanks-Morse Co. Ltd.
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Headlights, Electric Railway:
Can. General Elec. Co. Ltd.
Can. Ohio Brass Co. Ltd.
Can. Westinghouse Co. Ltd.
Heat Exchange Equipment:
FoBter Wheeler Ltd.
Horton Steel Works Ltd.
United Steel Corp. Ltd.
Heaters, Convection:
Chatham Malleable & Steel Prod-
ucts Ltd.
Heaters, Unit :
Chatham Malleable & Steel Prod-
ucts Ltd.
Hoists. Air, Steam and Electric:
Can. Ingersoll-Rand Co. Ltd.
Canadian Vickers Ltd.
Mathews Conveyer Co. Ltd.
United Steel Corp. Ltd.
Hose. Rubber:
Dominion Rubber Co. Ltd.
I
Indicator Posts:
Jenkins Bros. Ltd.
Industrial Electric Control:
Canadian Controllers Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Injectors, Locomotive, Exhaust
Steam :
The Superheater Co. Ltd.
Inspection of Materials:
Milton Hersey Co. Ltd.
Instruments, Electric:
Bepco Canada Ltd.
Bristol Co. of Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Insulating Materials:
Can. General Electric Co. Ltd.
Canadian Industries Limited.
Can. John8-Manville Co Ltd.
Spun Rock Wools Ltd.
Insulators, Porcelain:
Can. General Electric Co. Ltd.
Can Ohio Brass Co. Ltd.
Northern Electric Co. Ltd.
Intercoolers:
Foster Wheeler Ltd.
.1
Journal Bearings and Boxes, Kail-
way:
Can. SKF Co. Ltd.
Lacquers:
Canadian Industries Limited.
Lantern Slides:
Associated Screen News Ltd.
Leading Wire:
Canadian Industries Limited.
Library Films:
Associated Screen News Ltd.
Lighting Equipment, Industrial
and Street :
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Lightning Arresters:
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Line Materials:
Can. General Electric Co. Ltd.
Can. Ohio Brass Co. Ltd.
Northern Electric Co. Ltd.
The Steel Co. of Canada, Ltd.
Liners and Linings, Rubber:
Dominion Rubber Co. Ltd.
Linings. Brake and Clutch:
Atlas Asbestos Co. Ltd.
Ferodo Limited.
J. C. McLaren Belting Co. Ltd.
Locomotives, Electric:
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
English Electric Co. of Canada Ltd.
Lubricants:
Imperial Oil Ltd.
M
Machinery, Hydraulic:
Dominion Engineering Co. Ltd.
Hydraulic Machinery Co. Ltd.
Magnetic Separators:
Bepco Canada Ltd.
Northern Electric Co. Ltd.
Peacock Bros. Ltd.
Material Handling Equipment:
Can. FairbankB-Morse Co. Ltd.
Mathews Conveyer Co. Ltd.
United Steel Corp. Ltd.
Mats and Matting, Rubber:
Dominion Rubber Co. Ltd.
Meters, Boiler and Coal:
Bailey Meter Co. Ltd.
Peacock Bros. Ltd.
Meters, Electric:
Bristol Co. of Can. Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Meters, Flow:
Bailey Meter Co. Ltd.
Bristol Co. of Canada Ltd
Neptune Meters Ltd.
Peacock Bros. Ltd.
Meters, Liquid (Hot or Cold) :
Bailey Meter Co. Ltd.
Bristol Co. of Canada Ltd.
Neptune Meters Ltd.
Peacock Bros. Ltd.
Mine Cars:
Canadian Vickers Ltd.
Mining Machinery:
Canadian Allis-Chalmers Ltd
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Canadian Vickers Ltd.
Dominion Engineering Co. Ltd.
United Steel Corp. Ltd.
Motion Pictures:
Associated Screen News Ltd.
Motors, Electric:
Bepco Canada Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Swiss Electric Co. of Can. Ltd.
Moulded Goods, Rubber and As-
bestos:
Can. Johns-Manville Co. Ltd.
Dominion Rubber Co. Ltd.
Garlock Packing Co. of Can. Ltd.
Gutta Percha & Rubber Ltd.
O
Oil Burning Equipment:
Bethlehem Steel Export Corp.
Peacock Bros. Ltd.
Oil Refining Equipment:
Foster Wheeler Limited.
Horton Steel Works Ltd.
United Steel Corp. Ltd.
Ornamental Iron:
Vulcan Iron Wks. Ltd.
P
Packings. Asbestos. Cotton and
Flax, Metal, Rubber:
Anchor Packing Co. Ltd.
Atlas Asbestos Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Johns-Manville Co. Ltd.
Dominion Rubber Co. Ltd.
Garlock Packing Co. of C»n. Ltd.
Gutta Percha & Rubber Ltd.
Robb, Joseph, & Co. Ltd.
Paints, all purposes:
Canadian Industries Limited.
Paving Materials:
Barrett Co. Ltd.
Pencils:
Dixon Pencil Co. Ltd.
Eagle Pencil Co. of Canada Ltd.
Eberhard Faber Pencil Co. Canada
Ltd
Venus Pencil Co. Ltd.
34
February, 1943 THE ENGINEERING JOURNAL
Purchasers' Classified Directory
Penstocks:
Canadian Allis-Chalmers Ltd.
Canadian Vickers Ltd.
Hamilton Bridge Co. Ltd.
Horton Steel Works Ltd.
Photographs, Commercial and
Portrait :
Associated Screen News Ltd.
Piling, Steel Sheet:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp.
Pillow Blocks, Plain, Ball and
Roller Bearing:
Ca». Fairbanks-Morse Co. Ltd.
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Pinions:
Dominion Engineering Co. Ltd.
Hamilton Gear & Machine Co.
United Steel Corp. Ltd.
Pipe, Clay, Vitrified:
Alberta Clay Products Co. Ltd.
Clayburn Co. Ltd.
National Sewer Pipe Co. Ltd.
Standard Clay Products Ltd.
Pipe, Iron, Corrugated:
Canada Ingot Iron Co. Ltd.
Pedlar People Ltd.
Pipe, Steel:
Horton Steel Works Ltd.
The Steel Co. of Canada, Ltd.
Pipe Coils:
The Superheater Co. Ltd.
Pipe Couplings and Nipples:
Dart Union Co. Ltd.
The Steel Co. of Canada, Ltd.
Plates, Steel:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Pneumatic Tools:
Can. Ingersoll-Rand Co. Ltd..
Pole Line Hardware:
Can. General Electric Co. Ltd.
Can. Ohio Brass Co. Ltd.
Northern Electric Co. Ltd.
The Steel Co. of Canada, Ltd.
Polishes:
Canadian Industries Limited.
Powder. Black and Sporting:
Canadian Industries Limited.
Power Switchboards:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westingliouee Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Preheaters, Air:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd
Foster Wheeler Limited.
Presses, Hydraulic:
Dominion Engineering Co. Ltd.
Hydraulic Machinery Co. Ltd.
United Steel Corp. Ltd.
Projectors:
Associated Screen News Ltd.
Pulleys:
United Steel Corp. Ltd.
Pulleys, Ball Bearings, Loose:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Pulleys, Magnetic:
Bepco Canada Ltd.
Pulp and Paper Mill Machinery:
Can. General Elec. Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Can. Westinghouse Co. Ltd.
Dominion Engineering Co. Ltd.
Canadian Vickers Ltd. .
English Electric Co. of Canada Ltd.
Hydraulic Machinery Co. Ltd.
United Steel Corp. Ltd.
Pulverized Fuel Systems:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Bethlehem Steel Export Corp.
Combustion Engineering Corp. Ltd.
Foster Wheeler Limited.
Pump Valves, Rubber:
Garlock Packing Co. of Can. Ltd.
Pumps:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Bepco Canada Ltd.
Canadian Allis-Chalmers Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Dominion Engineering Co. Ltd.
Canadian Vickers Ltd.
Foster Wheeler Ltd.
Hydraulic Machinery Co. Ltd.
Northern Electric Co. Ltd.
Smart-Turner Machine Co. Ltd.
Pyrometers, Electric. Indicating:
Taylor Instrument Cos. of Cda.
Ltd.
R
Radiator Air Vents and Traps:
Jenkins Bros. Ltd.
Radiator Valves:
Can. Ohio Brass Co. Ltd.
Jenkins Bros. Ltd.
Radio Masts:
Canadian Bridge Co. Ltd.
Radio Receiving Sets:
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Rail Bonds:
Can. Ohio Brass Co. Ltd.
Rail Braces and Joints:
B. J. Coghlin Co. Ltd.
Rails and Rail Fastenings:
Algoma Steel Corp. Ltd.
The Steel Co. of Canada, Ltd.
Railway Equipment:
Can. General Elec. Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Can. Ohio Brass Co. Ltd.
English Electric Co. of Canada Ltd.
Hydraulic Machinery Co. Ltd.
Receivers, Air:
Can. Ingersoll-Rand Co. Ltd.
Horton Steel Works Ltd.
Recorders:
Bailey Meter Co. Ltd.
Bristol Co. of Can. Ltd.
Can. General Electric Co. Ltd.
Northern Electric Co. Ltd.
Peacock Bros. Ltd.
Refractories:
Atlas Asbestos Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Canadian Johns-Manville Co. Ltd.
Canadian Refractories Ltd.
Refrigerating Machinery:
Can. General Electric Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Regulators, Feed Water:
Bailey Meter Co. Ltd.
Peacock Bros. Ltd.
Regulators, Temperature, Time-
Vacuum :
Taylor Instrument Cos. of Cda. Ltd.
Reinforcing Bars:
Algoma Steel Corp. Ltd.
The Steel Co. of Canada, Ltd.
Reservoirs:
Canada Cement Co. Ltd.
Horton Steel Works Ltd.
Riveted Pipe:
Dominion Bridge Co. Ltd.
Horton Steel Works Ltd.
Roads:
Canada Cement Co. Ltd.
Road Machinery:
Can. Fairbanks-Morse Co. Ltd.
United Steel Corp. Ltd.
Rock Wool:
Canadian Johns-Manville Co. Ltd.
Spun Rock Wools Ltd.
Rods:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Roll Covers. Paper Mill:
Dominion Rubber Co. Ltd.
Rollers, Inking:
Dominion Rubber Co. Ltd.
Gutta Percha & Rubber Ltd.
Rolls, Paper Machine:
Dominion Engineering Co. Ltd.
Roofing Materials:
Barrett Co. Ltd.
Canadian Johns-Manville Co. Ltd.
Roofing, Prepared :
Barrett Co. Ltd.
Roofs, Built-up:
Barrett Co. Ltd.
Rope, Wire:
Dom. Wire Rope «St. Cable Co. Ltd.
Rubber Liners and Linings:
Dominion Rubber Co. Ltd.
Gutta Percha & Rubber Ltd.
Scales:
Can. Fairbanks-Morse Co. Ltd.
Peacock Bros. Ltd.
Screening Equipment:
Canadian Allis-Chalmers Ltd.
Can. Ingersoll-Rand Co. Ltd.
Foster Wheeler Ltd.
United Steel Corp. Ltd.
Separators. Electric:
Northern Electric Co. Ltd.
Sewers:
Canada Cement Co. Ltd.
Sheets. Aluminum:
Aluminum Co. of Canada Ltd.
Shingles. Prepared Asphalt:
Barrett Co. Ltd.
Shovels — Powered. Electric or
Gasoline:
Canadian Vickers Ltd.
*»0y%mc J!m&&C
Bethlehem makes a complete range of
structural shapes for war construction
Bethlehem rolls a complete range of structural shapes,
including wide-flange, standard, and light sections, all
conforming to C.E.S.A. specifications. These shapes are
being used in the construction of mills, buildings and blast
furnaces; tank arsenals and airplane plants, shipways,
hangars, and many other types of structures essential
in Canada's war effort.
BETHLEHEM STEEL EXPORT CORPORATION
BETHLEHEM
STEEL
THE ENGINEERING JOURNAL February, 1943
25 BROADWAY, NEW YORK CITY
Sole Exporter of Bethlehem Steel Company' Products
Canadian Offices: 804 Dominion Square Bldg., Montreal,
Quebec; Royal Bank Bldg., Toronto, Ontario; Marine Bldg.,
Vancouver, B.C.: Canadian Bank of Commerce Bldg., Sydney, N.3.
35
THIS
(Point
IS IMPORTANT
"It's your point" says the
badminton player to her
opponent. And "it's your
point" when you select1 the
new Microtomic Van Dyke
Drawing Pencils with HI-
DENSITY Lead. It will suit
you to perfection because
it's different and better than
any drawing pencil you've
ever used. There's less
smudging — alterations are
more easily effected. Lines
are uniformly opaque and
therefore more sharply
white when blue-printed.
All grades — consistently
accurate. Ask for Van Dyke
Drawing Pencils by name.
Made in
Canada
VAN DYKE
MICROTOMIC
THE DRAWING PENCIL WITH THE MICROTOMIC LEAD - U DECREES
l.oW.nk.p in fin. Writing «glinili time» 11*1
EBERHAUD FA.BER PENCIL CO. CANADA LTD.. TORONTO
Department of Labour
National War Labour Board
GENERAL ORDER
The Dominion Bureau of Statistics has found that the
cost of living index number for January 2, 1943, is
117.1 (adjusted index 116.2) as compared with the
cost of living index number for July 2, 1942, of 117.9
(adjusted index 117).
The Wartime Wages Control Order, P. C. 5963,
provides in Section 48 (iv) :
"the amount of the bonus shall not be
changed unless the cost of living index
number has changed one whole point or
more since the last general order of the
Board requiring an increase or decrease
in the amount thereof."
The index number not having changed by one whole
point or more since July 2, 1942, pursuant to the
provisions of P. C. 5963 as stated, the National War
Labour Board orders that the terms of its General
Order dated August 4, 1942, shall continue to apply
for the period February 15, 1943, to May 15, 1943,
subject to the right of employers or employees
to apply to a War Labour Board for authorization of
payment of such an amount of cost of living bonus
as a Board may determine to be "fair and reasonable."
ander the provisions of the Order.
HUMPHREY MITCHELL
Chairman, National War Labour Board
Ottawa, Canada
February 4. 1943
Purchasers' Classified Directory
Smokestacks :
Canada Cement Co. Ltd.
Canadian Vickers Ltd
Foster Wheeler Ltd.
Horton Steel Work» Ltd
Sporting Powder:
Canadian Industrial Limited.
Springs — Automobile. Railway.
Wire:
B. J. Coghlin Co. Ltd.
Stains:
Canadian Industries Limited.
Steam Plant Equipment:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canadian AUis-Chalmera Ltd.
Combustion Engineering Corp. Ltd.
English Electric Co. of Canada Ltd
Foster Wheeler Limited.
Harland Eng. Co. of Can. Ltd.
Steel Flooring:
Canada Ingot Iron Co. Ltd.
Steel Plate Construction:
Canadian Bridge Co. Ltd.
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Foster Wheeler Ltd.
Horton Steel Works Ltd.
United Steel Corp. Ltd.
Stee! Steps:
Canada Ingot Iron Co. Ltd.
Stokers:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
Stoneware, Chemical:
Doulton & Co. Ltd.
Structural Iron and Steel:
Algoma Steel Corp. Ltd.
Canadian Bridge Co. Ltd.
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
United Steel Corp. Ltd.
Vulcan Iron Works Ltd.
Superheaters:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Foster Wheeler Limited.
The Superheater Co. Ltd.
Switchboards, Power Lighting:
Amalgamated Electric Corp. Ltd.
Bepco Canada Ltd.
Canadian Controllers Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
T
Tanks:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canada Cement Co. Ltd.
Canada Ingot Iron Co. Ltd.
Canadian Bridge Co. Ltd.
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Foster Wheeler Ltd.
Horton Steel Works Ltd.
Vulcan Iron Wks, Ltd.
Tees :
Dart Union Co. Ltd.
Horton Steel Works Ltd.
Telegraph Line Material:
Can. General Electric Co. Ltd.
Northern Electric Co. Ltd.
Thermometers, Indicating,
Recording:
Taylor Instrument Cos. of Cda.
Ltd.
Thermometers, Recording:
Bailey Meter Co. Ltd.
Bristol Co. of Can. Ltd.
Peacock Bros. Ltd.
Tiles:
Canada Cement Co. Ltd.
Tinplate:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd
Towers, Cooling, Fractionating:
Foster Wheeler Limited.
Horton Steel Works Ltd.
Tr.it- k Tools:
B. J. Coghlin Co. Ltd.
Transformers, Instrument Test-
ing, Distribution:
Bepco Canada Ltd.,
Can. General Electric Co. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Transformers, Lighting and
Power:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Transmission Poles and Towers:
Canadian Bridge Co. Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
Trolley Materials:
Can. Ohio Brass Co. Ltd.
Tubes, Aluminum:
Aluminum Co. of Canada Ltd.
Tubes, Boiler, Lapwelded, Steel
and Iron:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canadian Vickers Ltd.
Tubes, Rubber, Ventilating
Dominion Rubber Co. Ltd.
Tubes, Steel, Electrically Welded:
Standard Tube Co. Ltd.
Turbines, Hydraulic:
Canadian Allis-Chalmers Ltd.
Canadian Vickers Ltd.
Dominion Engineering Co. Ltd.
English Electric Co. of Canada Ltd.
Turbines, Steam:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
English Electric Co. of Canada Ltd.
Harland Eng. Co. of Can. Ltd.
Swiss Electric Co. of Can. Ltd.
Turbo-Generators :
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
English Electric Co of Canada Ltd.
Northern Electric Co. Ltd.
Swiss Electric Co. of Can. Ltd.
Turntables:
Canadian Bridge Co. Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
U
Unions
Dart Union Co. Ltd.
V
Valve Controls:
Northern Electric Co. Ltd.
Valve Discs, Rubber:
Dominion Rubber Co. Ltd.
Garlock Packing Co. of Can. Ltd.
Jenkins Bros. Ltd.
Valves:
Can. Fairbanks-Morse Co. Ltd.
Can. Ohio Brass Co. Ltd.
Crane Limited
Dominion Engineering Co. Ltd.
Hydraulic Machinery Co. Ltd.
.lenkins Bros. Ltd.
Peacock Bros. Ltd.
Smart-Turner Machine Co. Ltd.
Valves, Diaphragm:
Taylor Instrument Cos. of Cda. Ltd.
Valves, Relief:
Crane Limited
Neptune Meters Ltd.
Smart-Turner Machine Co. Ltd.
Varnishes:
Canadian Industries Limited.
Ventuhe:
Canadian Industries Limited.
W
Washers, Air:
Can. Ingersoll-Rand Co., Ltd.
Water Cooled Furnaces:
Bubcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
Foster Wheeler Limited.
Welding Machine», Electric and
Accessories:
Can. General Elec. Co. Ltd.
Can. Ohio BrasB Co. Ltd
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
The Steel Co. of Canada. Ltd.
Wheels, Fly and Gear:
Hamilton Gear & Machine Co.
United Steel Corp. Ltd.
Winches, Stop-log and Headgate:
Canadian Vickers Ltd.
United Steel Corp. Ltd.
Wire:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Wire, Electric, Bare and Insulated:
Can. General Elec. Co. Ltd.
Northern Electric Co. Ltd.
Phillips Electrical Works Ltd.
Wire Rope:
Dom. Wire Rope 4 Cable Co. Ltd.
Wire Springs:
B. J. Coghlin Co. Ltd.
Wood Preserving:
Osmose Wood Preserving Co. of
Canada Ltd.
Worm Gears:
Hamilton Gear & Machine Co.
Peacock Bros. Ltd.
United Steel Corp. Ltd.
36
February, 1943 THE ENGINEERING JOURNAL
A COMPLETE SERVICE
in the field of
FUEL BURNING • STEAM GENERATION
DESIGN, MANUFACTURE AND INSTALLATION
OF ALL TYPES OF
MECHANICAL STOKERS ■ PULVERIZED
FUEL SYSTEMS • BOILERS • WATER-COOLED
FURNACES • ECONOMIZERS • AIR PRE-HEATERS
OIL BURNING SYSTEMS
CONTRACTORS FOR
COMPLETE STEAM GENERATING EQUIPMENT
All under one Responsibility
^UtdLliLLiiUkkLiL
COMBUSTION ENGINEERING CORPORATION
J-imlted
MONTREAL • TORONTO • WINNIPEG • VANCOUVER
LEGEND OF 20 MEN AND HOW
A YALE LIFT TRUCK BEAT THEM
r
• Once upon a time there was
a plant manager who said *'Oh!
I have twenty men who can
move light loads in my plant,
if necessary." But at the end
of six months- the boss found
that half the men had left him
and the other half took far too
long to lift and carry the loads.
So he got in touch with his
local distributor of Yale Hand
Lift Trucks . . .
Now Yale Hand Lift Trucks
are made to Yale standards—
the finest standards— in a wide
variety of models so that almost
every type of lifting job in every
industry can be exactly suited,
and if Yale Hand Lift Trucks
cannot do the job, there is also
a w:de range of Yale Electric
Industrial Trucks to choose
from. The boss of the twenty
men bought the right Hand
Lift Truck and thereupon did
all his loading and conveying
easily, saving time and money
on handling costs.
SE3
TRADE If X\ 1 T* MARK
HAND LIFT TRUCKS AND
ELECTRIC INDUSTRIAL TRUCKS
Distributed by the Canadian Lift
Truck Co., Ltd., Toronto and Mont-
real, and Canadian Fairbanks-
Morse Co., Ltd., Vancouver, B.C.
DON'T WASTE
STEAM
use these
Leakproof
unions
extra wide
contact . . .
bronze to
bronze . . .
. . . ground
ball joint.
DART UNION
PIPE COUPLINGS
— at all supply houses —
DART UNION CO., LIMITED, TORONTO
//ùeMûé. LxmZteicÙrt, , T^A&hoteofr, cUzyMn&eSi,
Don't MEDITATE
INSULATE
with
r
I SPUN ROCK WOOL
\ Rcs'd
Us
v>
Save yourself time. Here's the insulation
you know is right — sure to satisfy with
its positive protection against cold, heat
and sound. Safe estimating, too, for it's
easily installed on every job. Available
in Bulk, Batts, Rolls, Blankets and Pipe
Covering for domestic, industrial or
naval use.
For complete information, write to
SPUN ROCK WOOLS LIMITED
THOROLD - ONTARIO
Represented by:
F. S. BRIDGES LIMITED. 8 Marlborough Avenue, Toronto, 5
ATLAS ASBESTOS CO., LIMITED, 110 McGill Street, Montreal
VANCOUVER LUMBER CO. LIMITED, Vancouver, B.C.
THE ENGINEERING JOURNAL February, 1943
37
Dresser Can Make
Your RINGS FOR WAR
Dresser's peacetime production is the manufacture of the well-known
Dresser Pipe Couplings and Repair Devices. The couplings are essentially
a combination of heavy, accurately-sized metal rings.
Today, 90% of our output (many times our total in peace) is the fabrication
of these same metal rings for war purposes.
Perhaps you are seeking a competent fabricator. Why not consider Dresser
who has 62 years experience and the necessary equipment. Address your
inquiries to DRESSER MANUFACTURING COMPANY, LIMITED, 60 FRONT
STREET, WEST, TORONTO, ONTARIO.
DRESSER COUPLINGS and other products are available upon proper
priority through these distributors:
WM. STAIRS, SON & MORROW, LTD., Halifax and Sydney, N.S.
G. SHERMAN DEARBORN, Saint John, N.B.
SAUNDERS VALVE & SUPPLY CO., LTD., Montreal, Quebec.
MINE EQUIPMENT CO., LTD., Kirkland Lake, Ont.
MACKAY-MORTON, LIMITED, Winnipeg, Man.
WILKINSON & McCLEAN, LIMITED, Calgary, Edmonton,
and Lethbridge, Alberta.
B. C. EQUIPMENT CO., LTD., Vancouver, B.C.
INDEX TO ADVERTISERS
Page
Alberta Clay Products Co. Ltd 3
Amalgamated Electric Corporation Ltd 16
Anchor Packing ( Company, Ltd 33
Armstrong, Wood & Company. Inside Front Cover
Babcock-Wilcox & Goldie-Mc( Culloch Ltd 19
Bethlehem Steel Export Corporation 35
Canadian Bridge Company, Ltd 20
Canadian Controllers Limited 6
Canadian Fairbanks-Morse Company, Ltd 17
Canadian General Electric Company, Ltd 26
Canadian Ingersoll-Rand Company, Ltd
Outside Back ( lover
Canadian Johns-Manville Company, Ltd 30, 31
Canadian Telephones & Supplies Ltd. Inside Back ( 'over
( Canadian Vickers Limited 25
Canadian Westinghouse Company, Ltd 14
( Chrysler < Corporation of Canada, Ltd 8
( Clayburn Company, Ltd 3
Coghlin, B. J., Company, Ltd. . 33
Combustion Engineering Corporation, Ltd 37
Dart LTnion Company, Ltd 37
Department of Labour 36
Dominion Bridge Company, Ltd 23
Dominion Engineering Company, Ltd.
Dominion Rubber Company, Ltd 24
Dominion Wire Rope & Cable Company, Ltd 39
Donald. .1. T.. & ( 'ompany, Ltd 39
Dresser Manufacturing Company, Ltd 38
Eagle Pencil Company of Canada, Ltd 28
Eberhard Faber Pencil Company Canada, Ltd 36
Ferodo Limited 18
Fetherstonhaugh & Company 39
Page
Garlock Packing Company of Canada, Ltd 9
( lutta Percha & Rubber Limited 13
Hamilton Bridge Company, Ltd 15
Hamilton Gear & Machine ( 'ompany 21
Hersey, Milton, Company, Ltd 39
Horton Steel Works, Ltd 39
Inglis, John, Limited 10
International Nickel Company of Canada, Ltd 4
.Jenkins Bros. Limited 22
Leonard, E., & Sons, Ltd 39
Mathews Conveyer < Company, Ltd 39
Mclntyre, J. S .'. 39
Melntyre, V. H., Limited 27
McLaren, J. C, Belting Company, Ltd 18
Montreal Blue Print ( Company 39
National Sewer Pipe Company, Ltd 3
Neptune Meters Limited 5
Osmose Wood Preserving Co. of Canada Ltd 40
Phillips Electrical Works Ltd Inside Back Cover
Reavell à Company (Canada) Ltd 34
Ryan, E. A ' 39
Spun Rock Wools Limited 37
Standard Clay Products Ltd 3
Steel ( 'ompany of Canada., Ltd 12
Venus Pencil Company, Ltd 11
Vitrified Clay Pipe 3
Yale & Towne Mfg. Company 37
38
February, 1943 THE ENGINEERING JOURNAL
J. T. DONALD & COMPANY
LIMITED
Chemical Engineers
Consulting Chemists
Investigation and Research Analysts
and Assayers
1181 GUY STREET MONTREAL
PROFESSIONAL CARDS
J. S. McINTYRE
Industrial Consultant
Precision production manufacturing, develop-
ment of new products, processing methods and
schedules, estimates, revisions, designs, speci-
fications, reports, investigations and research.
595 Bay Street, TORONTO, Ont.
Phone: WAverly 6711
1093 Beaver Hall Hill Phone
MONTREAL LAncaster 5215-5216
MONTREAL BLUE PRINT CO.
Blue Prints, Blue Line, Black Line,
and Photo Reductions from Plans,
Blue Prints, etc. Ozalid Process.
E. A. RYAN
Consulting Engineer
Mechanical and Electrical
Equipment of Buildings
CANADA CEMENT BLDG. - MONTREAL
PATENTS and TRADE MARKS
FETHERSTONHAUGH & CO.
Patent Solicitors
Patent* and Trade Mark» Secured in ail Countries
VICTORIA BUILDING, OTTAWA
MILTON HERSEY CO.
LIMITED
Industrial Chemists, Engineers
and Inspectors
Inspection, Analyses and Tests
of All Commercial Materials
MONTREAL
WINNIPEG
MATHEWS CONVEYERS
# When conveying problems confront you, keep
in mind the Mathews engineer in your vicinity. By
combining your experience with his, you can
usually solve these problems without difficulty.
Often he can show you how such problems have
been solved in plants similar to yours. Why not
call him in this week?
MATHEWS CONVEYER CO. LIMITED
PORT HOPE, ONT.
SOUNDLY ENGINEERED— WELL' BUILT
STEEL STORAGE TANKS
Practically all steel
tanks are now required
for the production of
war materials. We hope
that those of our custom-
ers who cannot obtain
tanks under present con-
ditions will not be too
greatly inconvenienced
and that we will have
the privilege of serving
them after the war.
Gordon N. Russell, Vancouver
Mumford- Med land, Limited
Winnipeg
HORTON STEELWORKS, LIMITED
TORONTO, ONT. FORT ERIE, ONT. MONTREAL QUE.
7
DOMINION
REASONS WHY
ANYWHERE FROM 30% TO 300% INCREASED
SERVICE MAY BE OBTAINED WHEN YOU USE
"TRU • LAY"
PREFORMED
WIRE ROPE
1 . Less internal friction.
2. Each strand carries its share
of the load.
3. Resists kinking.
Pioneex Manufacturers in Canada
4. Cuts without seizing.
5. Easier to handle.
6. Easier to splice.
7. Makes "Lang Lay" practical.
WIRE ROPE & CABLE
DOMINION WIIVJU XWJTb « VXIBljIi CO., LIMITED
MONTREAL ■ TORONTO
QUEBEC SAINT JOHN HALIFAX WINNIPEG CALGARY VANCOUVER VICTORIA
BOILER MAKERS IRON FOUNDERS
*xu\^x\i*'4*xw:L*r&
E.LEONARD £. SONS. LIMITED - JSSffgZS!»
■MHMHiilillBBillillBHiilfl
in 1 1 1 1
^«■M ill «II
ijfliliiiiMiAH"
•■TM;«
'KfcMtWiM
LONDON
O N T A R I O
ESTABLISHED 1834
THE ENGINEERING JOURNAL February, 1943
39
ALASKA HIGHWAY
V V
A MAGNIF/CENT
ACCOMPLISHMENT
This highway, some 1 600
miles in length, has been
built in the face of tremen-
dous obstacles presented
by rivers, lakes, and
swamps, involving 200
bridges, and the forests
and mountains of a rugged,
virgin country. Its construc-
tion is a remarkable
achievement, and a tribute
to all those responsible.
15 ON THE JOB/
" Osmose " products are being used for the economical preservation of
wooden bridges, guard rail posts, and 65,000 telephone poles, as speci-
fied by the U. S. Engineering Corps, and the U. S. Signal Corps.
"OSMOSE" FOR LUMBER — "PENTOX" FOR MILLWORK
OSMOSE WOOD PRESERVING CO. OF CANADA
LIMITED
TORONTO: 321 DUPONT STREET HEAD OFFICE: CASTLE BLDG., MONTREAL VANCOUVER: (IS HASTINGS ST. w.
ST. JOHN
H AM I LTON
WINNIPEG
CALGARY
iO
February, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, MARCH 1943
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
LOUIS TRUDEL. m.e.i.c
Auitlant Editor
N. E. D. 8HEPPARD, m.b.i.c.
Advertising Manager
PUBLICATION COMMITTEE
J. A. LALONDE, m.e.i.c, Chairman
R. DeL. FRENCH, m.e.i.c, Vice-Chairman
A. C. D. BLANCHARD, m.b.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 page».
ALASKA MILITARY HIGHWAY Cover
(Wartime Information Board Photo)
MESSAGE FROM THE NEW PRESIDENT 113
K. M. Cameron, M.E.I.C.
THE DAYS AHEAD 115
C. R. Young, M.E.I.C.
THE ALASKA MILITARY HIGHWAY 117
Brigadier-General C. L. Sturdevant
INDUSTRIAL RELATIONS 122
The Role of the Industrial Relations Executive in Company Manage-
ment 122
Bryce M. Stewart
A Scientific Approach to the Problem of Employee Relations . . 126
Professor M. S. Viteles
Discussion 133
FIFTY-SEVENTH ANNUAL MEETING 136
ABSTRACTS OF CURRENT LITERATURE 142
FROM MONTH TO MONTH 144
PERSONALS 164
Visitors to Headquarters 166
Obituaries 166
NEWS OF THE BRANCHES 168
NEWS OF OTHER SOCIETIES 176
LIBRARY NOTES 176
PRELIMINARY NOTICE 177
EMPLOYMENT SERVICE 180
INDUSTRIAL NEWS 181
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P. BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
*S. G. COULTIS, Calgary, Alta.
*G. L. DICKSON, Moncton, N.B.
JE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
*E. D. GRAY-DONALD, Quebec, Que.
*J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
*E. W. IZARD, Victoria, B.C.
* For 1943. t For 1943-44 t For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que.
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont.
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
ÎJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont.
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que.
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B.
XC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING, Sault Ste. Marie, Ont
*G. McL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Arvida, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PAPERS
L. F. GRANT, Chairman
PUBLICATION
J. A. LALONDE, Chairman
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
W. H. POWELL, Chairman
H. V. ANDERSON
A. C. D. BLANCHARD
T. H. JENKINS
V. A. McKILLOP
DUGGAN MEDAL AND PRIZE
J. M. FLEMING, Chairman
R. C. FLITTON
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
LEONARD MEDAL
A. E. CAMERON, Chairman
J. B. deHART
A. O. DUFRESNE
A. E. MacRAE
JULIAN C. SMITH MEDAL
K. M. CAMERON, Chairman
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Province»)
H. N. Ruttan Prize
W. P. BRERETON, Chairman
Zone B (Province of Ontario)
John Galbraith Prize
L. F. GRANT, Chairman
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
Ernest Marceau Prize (French)
H. CIMON, Chairman
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. Murdoch, Chairman
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H. F. BENNETT. Chairman
J. BENOIT
D. 8. ELLIS
J. N. FINLAYSON
R. DeL. FRENCH
R. F. LEGGET
A. E. MACDONALD
H. W. MoKIEL
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
J. M. DAVIDSON
R. S. EADIE
E. V. GAGE
L. GAGNON
G. A. GAHERTY
R. J. GIBB
A. GRAY
J. GRIEVE
Chairman
J. L. LANG
R. F. LEGGET
I. P. MACNAB
J. A. McCRORY
H. J. McEWEN
C. B. MUIR
W. H. MUNRO
G. McL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. O. SCOTT
T. G. TYRER
H. K. WYMAN
INDUSTRIAL RELATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
J. C. CAMERON F. W. GRAY
E. R. COMPLIN E. G. HEWSON
J. A. COOTE A. M. REID
S. M. GOSSAGE W. J. W. REID
POST-WAR PROBLEMS
W.C.MILLER, Chairman H. MA8SUE
F. ALPORT
J. S. BATES
deGASPE BEAUBIEN
A. L. CARRUTHERS
J. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
G. l. Mackenzie
D. A. R. McCANNEL
A. W. F. McQUEEN
G. McL. PITTS
P. M. SAUDER
D. C. TENNANT
112
March, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
VOLUME 26 MARCH 1943 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."
MESSAGE FROM THE NEW PRESIDENT
you have conferred on me one of the greatest honours that can come to a Canadian
engineer, and I am deeply conscious not only of the honour but of the trust you
have placed in me. The honour and trust I feel I share with my colleagues in
the Government service.
Every emphasis has been placed on the weight of the Institute and its membership
being wholeheartedly, unreservedly and unselfishly devoted to the one objective, to
win this war. From Lieutenant-General A. G. L. McNaughton, the able and inspira-
tional commander of the Canadian Army, down through all the ranks of the profession
in civilian as well as in service life, the evidence that this task has been accepted by
all is unquestionable. The engineering profession in Canada has every reason to be
proud of its accomplishments. It is determined to relax no effort. It is firm in its resolve
to maintain its contribution. It is unalterably determined to exceed all past per-
formance.
We entered this last year of Institution activities under circumstances which called
for an all-out and united effort. That effort was put forth. We now begin to see the
effect and are inspired to put forth those supreme exertions which will advance and
assure the day of final victory. There must be no let up.
If we wish to retain our self-respect, if we expect from our fellow citizens respect
for our profession, if we are to keep faith with our colleagues on active service, we
can do no other.
With this determination, and with faith in final victory, we face the great task
which lies ahead. In peace, as in war, the engineer's job is never done. The fruits of his
ingenuity, developed for the betterment of mankind, have been diverted into the
abominable ways of the Nazi ideology. However, with the indomitable spirit of the
free peoples of the world, they will be turned on the aggressor, and they will destroy
him. Together, they will assure continued peace.
Always in the forefront of man's advancement, the engineering profession must
take its place in preparing the way for that better world security, which will ensure
enduring peace and prosperity, with freedom. The end must be kept steadily in
mind. No opportunity to advance must be missed, no delay tolerated. We must keep
faith with those who place their trust in us. There must be no relaxation.
To these tasks the Engineering Institute and its members are pledged. They are
conscious of their responsibilities and will discharge them with all honour. We go
forward into the future with heads high, and enthusiasm undimmed.
President.
THE ENGINEERING JOURNAL March, 1943 113
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), G. E. MEDLAR
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
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, D. HUTCHISON
Vice-Chair., C. W. CARRY
Executive. B. W. PITFIELD
E. R. T. SKARIN
J. A. ALLAN
E. ROBERTSON
J. W. JUDGE
(Ex-Officio), E. NELSON
R. M. HARDY
Sec.-Treas., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
(Ex-Officio)
Sec.-Treas.,
HAMILTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. Treas.,
A. E. FLYNN
G. T. CLARKE D. C. V. DUFF
G. J. CURRIE L.E.MITCHELL
J. D. FRASER P. A. LOVETT
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B. STEWART
K. L. DAWSON
J. R. KAYE S. SCRYMGEOUR
S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Hollis Street,
Halifax, N.S.
T. S. GLOVER
H. A. COOCH
C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
W. E. BROWN,
427 Concession Street,
Hamilton, Ont.
KINGSTON
Chairman,
Vice-Chair.
Executive,
K. M. WINSLOW
S. D. LASH
W. F. NOONAN
J. R. CARTER
J. D. LEE
(Ex-Officio), T. A. MeGINNIS
L. F. GRANT A. JACKSON
Sec. Treas., R. A. LOW,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
LAKEHEAD
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
H. G. O'LEARY
Sec. Treas., W. C. BYERS,
c/o C. D. Howe Co. Ltd.,
Port Arthur, Ont.
LETHBRIDCE
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,
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 E. B. MARTIN
H. W. HOLE G. C. TORRENS
F. O. CONDON
G. L. DICKSON
V. C. BLACKETT
Engrg. Dept., C.N.R.,
Moncton, N.B.
R. S. EADIE
C. C. LINDSAY
H. F. FINNEMORE
R. C. FLITTON
G. D. HULME
G. E. GELINAS
K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
J. E. ARMSTRONG
R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. McL. PITTS
E. V. GAGE
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,
G. H. FERGUSON
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio),T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treas., A. A. SWINNERTON
Dept. of Mines & 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. ,
Chairman,
Vice-Chair
Executive,
A. R. DÉCARY
RENÉ DUPUIS
E. D. GRAY-DONALD
S. PICARD G.ST-JACQUES
L. GAGNON A. E. PARÉ
G.W. WADDINGTON Y. R TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
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
J. P. MOONEY
G. G. MURDOCH
Sec.-Treas., G. W. GRIFFIN
P.O. Box 220,
Saint John, N.B.
R. D. PACKARD
Vice-Chair.,
Executive,
ST. MAURICE VALLEY
Chairman, VIGGO JEPSEN
Vice-Chair., J. H. FREGEAU
Executive, E. BUTLER
A. C. ABBOTT
R. DORION
H. J. WARD
E. T. BUCHANAN
J. JOYAL
H. G. TIMMIS
(Ex-Officio), A. H. HEATLEY H. J. WARD
Acting
Sec.-Treas., VIGGO JEPSEN,
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), A. M. MACGILLIVRAY
Sec.-Treas.. STEWART YOUNG
P. O. Box 101,
Regina, Sask.
SAULT STE. MARIE
Chairman, N. C. COW IE
, A. M. WILSON
C. O. MADDOCK
C. R. MURDOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treas., O. A. EVANS,
159 Upton Road.
TORONTO
Chairman. W. 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
(Ex-Officio), C. R. YOUNG
T. H. HOGG
H. E. BRANDON
Sec.-Treas., S. H. deJONG
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, W. N. KELLY
Vice-Chair., T. V. BERRY
Executive. J. P. FRASER H. P. ARCHIBALD
R. E. POTTER I. C. BARLTROP
E. S. JONES H. J. MacLEOD
(Ex-Officio), W. O. SCOTT
C. E. WEBB
Sec.-Treas.. P. B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
N. MacNICOL
J. J. SPENCE
VICTORIA
Chairman,
Vice-Chair
Executive,
KENNETH REID
A. L. FORD
H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex -Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec. Treas., R. BOWERING,
41 Gorge Road WeBt,
Victoria, B.C.
WINNIPEG
Chairman,
Vice-Chair
Executive,
J. T. DYMENT
T. H. KIRBY
C V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R H. ROBINSON
R. A. SARA
(Ex-Officio), W. P. BRERETON
.1. \Y SANGER
D. M. STEPHENS
Sec.-Treas., T. E. STOREY,
55 Princess Street,
Winnipeg, Man.
114
March, 1913 THE ENGINEERING JOl R\ VI.
THE DAYS AHEAD
C. R. YOUNG, m.e.i.c.
Dean of the Faculty of Applied Science and Engineering, University of Toronto; President of The Engineering Institute of Canada for 1942.
Presidential address delivered at the Annual General Meeting of The Engineering Institute of Canada,
at Toronto, Ont., on February 11th, 1943
For three and a half years the engineers of this country
have been engaged in a task at once more extensive and
more exacting than any other that has ever confronted
them. They have put into the doing of it all of the energy,
thought, and initiative that they possess. There has been
little time for relaxation and although the way has been
long and hard it has been travelled with pride and deep
inner satisfaction.
At this time, when our armed forces are entering upon a
new phase of the world struggle and when we of the Insti-
tute are surveying the work accomplished during the past
year, it is not inappropriate that we should attempt to
draw aside at least a little the curtains of the unknown.
What lies ahead of the engineer ? Where is he going, what
service can he render in the remaining months or years of
the war, and what is the role that he is to play in the days
of peace ?
I — The Way We Have Come
Risking, perhaps, the charge of indulging in professional
self-approbation, let us examine the basis for the intensive
demand that has arisen for the services of the engineer in
these crucial war years.
There is, of course, the obvious ground of professional
knowledge and skill. But that is not all. Added unto it is
the exploratory faculty of imagination and the ability to
devise remedies for old situations and the means of meet-
ing and coping with new ones. Significant although these
may be, they are no more than qualities of the intellect.
Whatever eminence the engineer may have achieved here-
tofore is due as much to other characteristics, often of
greater import. Colonel H. G. Prout has well said that the
engineer reaches the limit of his usefulness from defects of
character rather than from want of technical attainments.
The engineer must, of necessity, be a quick and accurate
analyst of new problems. Although this faculty may often
be snared by the pure scientist, the engineer, faced with the
need for rendering decisions upon which immediate and far-
reaching programmes must be launched, is often forced to
deviate from theoretical exactness and drive straight to-
wards the solution that limitations of time, urgency of the
need, or imperfections of materials and workmanship will
dictate. It is a case of what is practicable in the circum-
stances. Here, in war, as in peace, he continues to be a
co-ordinator of many sciences, techniques, and arts to the
attainment of a desired objective.
The engineer is adaptable. His ordinary employment
makes it essential for him to be so. Emergencies confront
him daily in the course of any normal enterprise. He must
quickly change front, devise remedies, and marshal men,
materials, and equipment at the threatened point. In the
development of a project, no plans and no specifications are
sacrosanct. They are ruthlessly cast aside if a better way
of attaining the desired end appears.
In all this the engineer remains imperturbable. He is
accustomed to work under pressure and in the midst of
distractions. If one who aspires to a place in the profession
cannot function in these circumstances with efficiency, he
had better seek another calling. The characteristic ability
to cut resolutely through obstacles and confusion which
differ only in degree from those of actual combat peculiar-
ly fit him for wartime tasks.
It is not strange, therefore, that demand for the services
of the engineer has been very great in this war and con-
tinues unabated. That demand has rested not only upon
his scientific equipment or mastery of techniques. His
practical sense, ability to secure willing and loyal service
from those under his direction, and proficiency in whatever
of art there is in the practice of engineering has cast him
in vital roles. And so he not only provides the technical
leadership for normal and wartime industry, but has at the
same time taken his place in the armed forces to an extent
beyond that which might in the circumstances be expected
of him.
In what has the engineer made his chief contribution to
the amazing development of war industry in Canada ?
With the fall of France in 1940, it was but natural that
the engineer should be called upon for intensive service in
the sphere of planning and design. Plant locations had to
be selected quickly, structures designed, utilizing a mini-
mum of materials, particularly in the case of those that
would be in intensive demand for combat, and machinery
had to be selected and installed. In the actual production
of war equipment itself, design services are still required.
Although the original designs have generally been prepared
outside of Canada, many revisions have had to be made
in order to secure standardization and to facilitate manu-
facture in this country. As has been pointed out by Mr.
H. J. Carmichael, Co-ordinator of Production, Department
of Munitions and Supply, ingenious modifications of parts
have been made that lessen weight and often replace scarce
materials by others that can be more readily obtained.
Moreover, original designs of great importance, about
which it is not yet permitted to speak, have been made in
this country and are serving their purpose with high effect-
iveness.
As a supervisor or director of construction, either in the
role of skilled adviser of a client or employer, or as the
technical representative of a construction organization,
the engineer has played a vital part in the building of the 125
new airfields in Canada and in the construction of the
formidable array of new plants for war industry. These two
represent an outlay of over $300,000,000. He has had a
determining hand in the spending of nearly $750,000,000 of
government money on the building, extending, and equip-
ping of war plants. But what is even more stirring than the
prodigious expenditure is the speed with which these enter-
prises were carried out. It has been a case of planning
operations as thoroughly and carefully as a military
operation in the field.
The engineer has shown his originality and resourceful-
. ness in the modification and improvement of the processes
of industry.
Old as is the art of metal casting, striking improvements
have been shown to be possible. During the past year a
new technique of casting steel by a centrifugal process has
been developed. Not only is the quality of the metal
markedly improved, but an important saving in the quan-
tity of it has been effected, the amount of labour required
is reduced, vital machine-tool hours have been lessened
and the production has been increased.
From the days of the classic researches of Frederick W.
Taylor, the art of cutting metals has bulked large in the
determination of industrial processes. That art has received
a new impetus through the development of carboloy, the
cemented metallic carbide that has revolutionized the
machining of metals and the drawing of brass shells and
cartridge cases. Due to it the production of shells has been
speeded up from three to five times.
The technique of machining has been vastly improved,
thanks to engineering inventiveness. In one plant the ma-
chining of a supercharger housing took 224 minutes, pro-
THE ENGINEERING JOURNAL March, 1943
115
ceeding according to traditional methods. By arranging
eight machines radially, working on the housing simultan-
eously, the time was cut to 24 minutes.
Following keenly on the trail of the research worker, the
engineer has been able to bring about impressive improve-
ments in manufacturing processes by enlisting the aid of
electronics. In the newer rolling mills the reversal of the
motors driving the rolls is effected by electronic devices with
a gratifying speeding up of output. Rectification of alternat-
ing current to direct current is made possible without the
use of heavy and expensive rotary equipment. Counting,
sorting, and the discarding of imperfect or off-colour pro-
ducts is now being effected by electronic wizardry.
Necessity, born of the war, has forced the engineer so to
alter his designs as to utilize substitute materials in large
measure. Timber and concrete have been made to lift much
of the burden off steel. Plastics or phenolic laminates have
been mobilized in substitution for scarce metals with
dramatic success. Some of our finest aircraft are in part
fashioned of these materials. Even aircraft gasoline tanks
have been constructed of them. They have been widely
adapted to the manufacture of parts of fire control instru-
ments. Out of plastics an impressive mileage of pipes and
tubing has been produced.
With the fall of Malaya our source of tin was largely cut
off. Confronted with the impossibility of obtaining the
standard gear bronze, one of the members of this Institute,
a proprietor of an important metal-working industry, set
to work to devise a substitute. After extensive investigation
and experimentation, he announced the discovery of a tin-
free gear bronze of properties superior to those of the
material that had hitherto been employed. And what is of
particular significance to this professional body, he freely
contributed the results of his enquiry to his competitors
for the general benefit of those who fight under the banners
of the United Nations.
II — The Way Ahead
And now that engineers have passed, I hope, through
the most difficult years of the war with high credit, what
of the way that lies ahead ?
There is no ground for anxiety so far as technological
employment is concerned. The stage is set for its con-
tinuance. Unless all our post-war planning is to go for
nought, there will be an impressive volume of construction
undertaken in the early years of peace. Such forms an
important ring stone in the arch of post-war stability that
is now being designed. Moreover, a vast and ever-growing
backlog of demand is being built up for the goods and
services of peace. The longer and more drastic is the
restriction of private expenditure, the more vigorous will
be the rebound.
The country will be technologically well prepared for the
upsurge when it comes. We shall have a well-trained and
widely experienced body of qualified engineers. There will
be an immense reservoir of men trained in the trades,
particularly those of the mechanical type, many of whom
but for the war would have remained totally unskilled. We
shall still have, despite the heavy production of the war
years, vast natural resources, if not in all of the traditional
materials then in others that form the basis of effective
substitutes. There will at the same time be an excess of
available power. The Honourable C. D. Howe has said that
ninety per cent of the great war plant built up in Canada
will be susceptible to adaptation for peaceful industry.
The circumstance that is most likely to put the breath
of life into this tableau is the existence of a formidable
backlog of tested discovery and invention ready to be taken
in hand by vigorous and enterprising men. Some of it was
ready for commercial exploitation when the war broke upon
us and some has come as a by-product of intensive war
research and development. Indeed, Dr. C. E. Inglis, imme-
diate past-president of the Institution of Civil Engineers,
has expressed the opinion that in "mechanical, electrical,
aeronautical, and shipbuilding engineering, at least fifteen
years of normal progress has been crowded into the past
three years."
Moreover, the inventive spirit, vigorously excited by the
war, will carry through into the peace. Scientific building
stones have been quarried in days of storm and tempest
which may now be used to erect vaster and more amazing-
edifices than we have yet seen. Sir Louis Beale is right in
his view that the engineer will hold a large place in a coming
world that will present alluring prospects to the adventurous
spirit of man.
Great as will be the urge to produce speedily those things
of which we shall have immediate need after years of
deprivation, the rehabilitation of industry will be based
much more upon new products than upon old and standard
ones. Once having had a glimpse of the possibilities flowing
from new discovery and invention, we are never going to
be satisfied with old models, types, or styles. The new will
drive out the outmoded and inferior. We shall never go
back to pre-war notions of what was adequate.
Consider, for example, the future course of plastics. Dr.
Inglis has expressed the view that this group of materials
will reduce the ferrous metals to a position of secondary
importance. Just as humanity has passed through the ages
of stone and bronze, he believes that we are now nearing
the end of the iron and steel age.
To the rude jolt thus administered by plastic materials
is added the impact of the light metals. The amazing-
increase in our capacity to produce aluminum and mag-
nesium is bound to have permanent and far-reaching effects.
After bearing the hurried and intense burden of wartime
traffic for years, our whole transport system will need over-
hauling. It is unthinkable that reconstruction and re-equip-
ment will be in close conformity to pre-war standards.
The forced and intensive developments of war will pro-
foundly influence the programme. We are not going to
overlook the contributory value of light metals and new
fuels. Nor can it be doubted that commercial air transport
will be vastly important in the new transport order.
There will be widespread re-equipment of buildings.
Fluorescent lighting is bustling in. There are some who
think they can see the glow of cold light just over the
horizon. The firefly had better look to his laurels. Air-
conditioning, just nicely started when war came, will grow
apace.
Television is coming. It is probable that most of those
now here assembled will in their time find it as common-
place as we now find the telephone or the moving pictures.
We have been afforded a glimpse of the amazing field of
electronic devices. It has been said that the new industrial
god is electronics and the vacuum tube is his messiah. In
view of what has already been achieved in devising and
putting to work contrivances that see, feel, and hear, it is
not unreasonable to look for wizardry around almost any
scientific corner. For example, Raymond F. Yates asserts
that Russian engineers have perfected a new automatic
lathe which operates in obedience to an electronic scanning
device that translates the lines on a blueprint into the
behaviour of a cutting tool on metal. The control mechan-
ism may be used on one lathe or on a number of them
working simultaneously.
Comforting although this appraisal of the post-war
material prospects of engineers may be, it constitutes a
source of only limited gratification. The engineering pro-
fession will be advanced only in a technological sense by
such activities. We must not forget that our science, how-
ever effective, does not present the whole solution to
human problems. We should do well to reflect on the words
of Sir Louis Beale:
116
March, 1943 THE ENGINEERING JOURNAL
"From dull, laborious toil, the engineer does save, can
save, and will save humanity. He will lead humanity to
happier, nobler, and freer lives by his conquest over Nature.
He will open up a realm of peaceful living as yet undreamt
of. But he will not control the world. He will not mechanise
the human soul. He will realise that there is more to life
than creature comforts, that man is ever striving toward
the Infinite, toward a higher goal than the mere satisfaction
of his bodily desires."
It should be the solemn obligation of every engineer here
to do what he can to further the concept of the engineer
as a thoughtful and conscientious member of a great and
learned profession, in all that that implies. He should
endeavour to envisage a fair and spacious field of service
in which he, as a loyal and devoted member of society,
will play his full part.
In this forereaching we ought to remember, as F. L.
Mayer has put it, that
"Nothing really worth while can ever be done except
under the inspiration of something much greater than
material achievement or personal gain — 'Except the Lord
build the house, thev labour in vain that built it'."
THE ALASKA MILITARY HIGHWAY
BRIGADIER-GENERAL C. L. STURDEVANT
Assistant Chief of Engineers, U.S. Army, Washington, D.C.
Luncheon address delivered at the General Professional Meeting of The Engineering Institute of Canada,
at Toronto, Ont., on February 11, 1943
On Monday, February 2, 1942, the author was informed
by the War Department that a decision had been reached
to undertake the construction of a highway to Alaska. A
route connecting a series of airfields from Fort St. John,
British Columbia, to Big Delta on the Richardson Highway
in Alaska was to be selected and the Chief of Engineers
was to carry out the project. A plan for surveys and con-
struction was submitted on February 4th and a formal
directive to proceed with the project was received on
February 14th.
Permission was promptly obtained to send survey parties
into Canada and a formal agreement with the Canadian
Government was reached on February 26th which, among
other things, provided that the United States would pay
for the construction and that rights-of-way would be fur-
nished by the Canadians. On March 9th and 10th, Quarter-
master and Engineer troops began arriving at the end of
the railroad at Dawson Creek, British Columbia, in sub-
zero weather.
The plan submitted to the War Department was neces-
sarily quite general in character but it was apparent at once
that the main impediment to rapid progress was the fact
that there were only four practicable points of access by
land to the entire 1,600-mile route; namely, at the two ex-
tremities, at Whitehorse, and at some undetermined point
on Teslin River or Teslin Lake which could be reached by
steamer from Whitehorse. A fifth and difficult route of
access to Watson Lake by way of the Stikine and Dease
Rivers was considered but discarded as impracticable.
The magnitude of the project, the need for speedy con-
struction and the limited accessibility indicated the neces-
sity for a two-phase construction programme, the opera-
tions in the first phase to provide with utmost rapidity a
rough minimum road to make possible the early and ex-
tended distribution of many additional crews which in the
second phase would improve and complete the road.
Engineer troops are trained and equipped for rapid road
construction. Moreover, troops were available for prompt
dispatch, whereas a part of the season would probably be
lost if civilian forces only were to be utilized. Consequently,
engineer regiments were given the mission of building the
access road which has been generally referred to as the
pioneer road. The specifications for the pioneer road were
very brief and were included in the instructions of the
Chief of Engineers to troop commanders as follows:
"A pioneer road is to be pushed to completion with all
speed within the physical capacity of the troops. rLhe
objective is to complete the entire route at the earliest
practicable date to a standard sufficient only for the
supply of troops engaged on the work. Further refine-
ments will be undertaken only if additional time is
available."
It may be stated at this point that all troops did actually
work enthusiastically to the limit of their physical capacity
and the capacity of their equipment and without regard
to hours. The clearing operations at the heads of columns
set the pace and were practically continuous. They did
complete their assignments in one short season to a standard
far higher than was believed possible when the above in-
structions were issued.
The Public Roads Administration at the request of the
Chief of Engineers employed contractors to improve the
pioneer road in rear of troops, to construct certain mileage
without the aid of troops and to furnish various engineer-
ing services.
Winter March of 35th Engineers
From the railhead at Dawson Creek to Fort St. John
there was a provincial dirt road passable in winter and
dry weather. From Fort St. John to Whitehorse along the
proposed route are nearly 1,000 miles of wilderness inac-
cessible for heavy equipment except over frozen trails in
the winter months. There existed such a winter trail from
Fort St. John to Fort Nelson, a distance of about 265 miles.
This trail is generally on low, swampy ground and becomes
impassable with the spring thaw which may occur in early
April. It was decided to send a regiment over this trail to
Fort Nelson before the thaw with supplies sufficient for
four months and to have the regiment work northwest-
ward from Fort Nelson. In this manner another point of
access was established, thus cutting off 265 miles from the
longest inaccessible section of the route.
Selected for this difficult mission was the 35th Engineer
regiment commanded by Colonel Robert D. Ingalls, Corps
of Engineers. The regiment, equipped with special arctic
clothing, began arriving at Dawson Creek on March 10
and after many difficulties and hardships in weather 35
degrees below zero reached Fort Nelson on April 5th with
all equipment and some 900 tons of supplies. For men in-
experienced in such winter operations, this 325-mile march
was a remarkable performance. Accomplishment of its mis-
sion by the 35th Engineers furnished the key to the early
opening of the road to traffic.
Route Location
The second problem requiring early solution was the gen-
eral location of the route. Although the road was to serve
specified airports the main road did not necessarily have
THE ENGINEERING JOURNAL March, 1943
117
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A heavy fill over a deep culvert.
to touch them as they could be supplied if necessary by
branch roads. Thus there was considerable latitude in loca-
tion. Both the army and the Public Roads Administration
sent in exploring parties in February by automobile, air-
plane and dog teams. Joint parties were organized in several
cases. It was soon apparent that the route of the winter
trail to Fort Nelson was impracticable for an all-year road
and that the higher ground to the west would have to be
used, but, having reached this decision, this section remained
the most difficult for detailed location as much of the route
was in rolling, heavily forested country and did not always
follow well defined ridges or streams.
Between Fort Nelson and Watson Lake there were appar-
ently two possible routes: one starting northwest through
a considerable stretch of swampy country, and another
starting westward, through mountainous terrain. Lack of
airplanes and bad weather prevented final decision for some
time, but it was finally decided in June to follow a series
of water courses through the Rocky Mountains. Following
the Tetsa River to Summit Lake, 102 miles west of Port
Nelson, is found the highest point, on the entire road at an
elevation of approximately 4,212 ft. On the west slope of
the Rockies the road follows down Mac Donald Creek and
Racing River and up the Toad River Valley to a low divide
which it crosses to the Muncho Lake Drainage. From
Muncho Lake it follows down the Trout River to its con-
fluence with the Liard River and follows the north bank
of the Liard River to the vicinity of Watson Lake.
After the general location as far as the Liard River had
been decided, a great deal of reconnaissance was conducted
in an effort to find a suitable route to the vicinity of Lower
Post following the south bank, thus eliminating the neces-
sity for an additional major bridge over the Liard. (Access
to Watson Lake airport requires one crossing of the Liard).
A location on the south bank was found impracticable be-
cause of excessive rock excavation, frozen ground and
swampy areas. On the other hand the north bank is gently
rolling usually with dry gravelly soil and the tributary
streams to be crossed are of approximately equal magnitude
on both banks.
In the beginning the most uncertain part of the entire
route was between Watson Lake and Whitehorse. The air
route maps available indicated that any reasonably direct
route would have to cross a mountainous plateau not less
than 6,000 ft. above sea level which might prove impassable
due to heavy snowfall in winter. This was freely predicted
by critics who exhausted every means to upset the plans
of the War Department. Prior to sled and airplane recon-
naissance it was thought that the road might have to be
built via Dease River and Lake, Telegraph Creek and Atlin
which would have increased its length by nearly 500 miles.
However, airplane reconnaissance soon discovered a fairly
direct route entirely through forest growth which in this
latitude does not exist far above elevation 4,000. This meant
Rough grading sufficient to permit passage of truck traffic in
weather not too wet.
Drifters" drilling holes for blasting charges.
that the summit was not much over 4,000 ft. above sea
level. It turned out to be less than 3,500 ft. high. This route
was apparently unknown to any of the local inhabitants
and its discovery was an important factor in the early com-
pletion of the road. This section between Watson Lake and
Whitehorse also follows stream lines for most of the distance
— up the Rancheria to the divide between the Mackenzie
River and Yukon River drainage basins, thence down the
Swift River and across a low divide to the Morley River
which it follows to Lake Teslin. It crosses the Teslin River
near the foot of the lake and continues southeast along an
old trail to Marsh Lake and then follows that lake and the
Lewes River into Whitehorse.
For locating the road northwest of Whitehorse to the
Richardson Highway in Alaska better maps and reconnais-
sance reports previously made by the Alaskan International
Highway Commission and the Alaska Road Commission
were available. After considerable exploration of other pos-
sible routes the location recommended by the Alaskan Inter-
national Highway Commission was adopted with certain
minor exceptions. This route follows an old trail to Kluane
Lake, 150 miles west of Whitehorse, thence along the south
shore of that lake and the south bank of Kluane River to a
crossing of the White River at Lower Canyon, thence north-
westward on the north bank of the Tanana River to the
118
March, 1943 THE ENGINEERING JOURNAL
mouth of the Tok River, and thence along the south bank
of the Tanana to a junction with the Richardson Highway
near Big Delta.
The general route having been selected, the detailed loca-
tion became a matter for the decision of regimental com-
manders on the ground with the assistance of airplane pho-
tographs. Generally, no more elaborate instruments than
the compass and hand level were used. An early effort was
made to have the Army and Public Roads Administration
engineers work together on detailed location in order that,
insofar as practicable, the pioneer road might follow directly
upon the location selected for the final improved road. This
effort was soon abandoned because of the impossibility of
supplying elaborate survey parties sufficiently in advance
of the clearing operations to prevent delay in the latter.
The army units therefore located the pioneer road by recon-
naissance methods, and even so had great difficulty in keep-
ing ahead of the bulldozers in many localities. Time-con-
suming obstacles were usually avoided, a course which re-
sulted in some crookedness and excessive grades to be
eliminated in the final location. For these reasons the Public
Roads Administration surveys usually followed in rear of
the army units and obtained data for relocations and grade
corrections. In spite of the rapid methods used, the army
pioneer road was so well located that the bulk of its mileage
will be improved directly to the standard of the final road.
Carry-all moving earth to a fill.
Mobilization and Tasks
Except for the early dispatch of survey and administra-
tive personnel and the 35th Engineers for the special reasons
previously indicated, there was nothing to be gained by
sending in additional construction troops before the passing
of severe weather. The 35th Engineers although on the
ground on April 5 did not build much road during April,
May and early June because of heavy rains, floods and the
low wet ground extending west of Fort Nelson for 50 miles
to Steamboat Mountain. After July first, however, this
regiment averaged three miles per day and on September 24
had reached a point 305 miles from Fort Nelson where it
met the 340th Engineers working eastward from Teslin Lake.
Because the 35th Engineers would be inaccessible except
by airplane until a road was opened to Fort Nelson every
possible effort was made to push a road through from Fort
St. John. Two regiments, each with a strength of 1,290
officers and men, were assigned to this section. The 341st,
under Colonel Albert L. Lane, arrived about May first and
lead the way to Fort Nelson which was reached on August
26, the bridge across the Muskwa near Fort Nelson being
completed by detachments of a pontoon company and the
35th Engineers almost exactly on the hour of the arrival
of the regiment from the south. The 95th Engineer Regi-
ment (coloured), under Colonel David L. Neuman and later
Crew engaged in ditching and corduroying.
under Colonel Heath Twichell, arrived about June first
and backed up Colonel Lane's regiment by culvert con-
struction, and grading and drainage work thus permitting
the leading regiment to advance rapidly without too much
danger of having its supply line bogged down.
The 18th Engineer Regiment, under the command of
Colonel E. G. Paules, arrived at Skagway, Alaska, and after
some delay due to the small capacity of the narrow-gauge
railway, arrived at Whitehorse on April 29 with part of its
equipment and was assigned the mission of building the
road northwest of Whitehorse. This regiment advanced
rapidly until about August first for a distance of about 220
miles after which it encountered very difficult going to
October 25 when it met the 97th Engineers working south-
ward from Alaska at a point 313 miles northwest of White-
horse. The cause of this difficulty was permanently frozen
ground which required special treatment.
Two other regiments, the 93rd and 340th, also arrived
at Skagway in April. They were not originally scheduled to
arrive so early but an unusual opportunity permitted the
men and light equipment to be forwarded. As shipping was
very limited it was necessary to take advantage of this
opportunity. However, both regiments remained in Skagway
until June awaiting arrival of their road building equipment .
The 93rd Engineers (coloured), under the command of
Colonel Frank M. S. Johnson, then moved to Carcross and
at the end of July had constructed 99 miles of difficult road
from that point to Nisutlin Bay of Lake Teslin. Part of
the regiment then dropped back to improve its own pioneer
road and the remainder improved the road' constructed in
the meantime by the 340ih regiment.
Building a bridge over Morley River.
THE ENGINEERING JOURNAL March, 1943
119
Raneheria River crossing.
The 340th Engineers, commanded by Colonel F. R.
Lyons, moved in part via Carcross, over the road under
construction by the 93rd Engineers and across country to
Teslin River and thence by boat to Morley Bay of Lake
Teslin where it set up its base camp. The remainder of the
regiment with its heavy equipment moved by steamer and
barge down the Lewes River and up the Teslin River to
Morley Bay. This regiment began work at this point late
in June with part of its equipment. Working in both direc-
tions it constructed the nine miles of road between Morley
and Nisutlin Bays and by September 24 had crossed the
Liard River near Watson Lake and had met the 35th Engi-
neers at "Contact Creek," 240 miles east of Nisutlin Bay.
It then dropped back to improve its own road.
The 97th Engineers (coloured), under the command of
Colonel S. C. Whipple and later under Lieut. Col. L. E.
Robinson, landed at Valdez, Alaska, in late May but could
not get over Thompson Pass on the Richardson Highway
until the middle of June. It then assisted the Alaska High-
way Commission in repairing the Richardson Highway and
moved to Slana on the Gulkana-Nebesna road where it
began construction of a road through Mentasta Pass in
the Alaska Range at the end of June. This regiment pro-
ceeded through the pass with considerable difficulty due to
frozen ground and down the Tok River to the Tanana
River. Crossing the Tanana it opened up the road along
the north bank of the Tanana, crossed the international
boundary and met the leading elements of the 18th Engi-
neers on October 25 in the vicinity of Beaver Creek, which
is 194 miles from the starting point at Slana.
The Public Roads Administration was assigned all con-
struction on the 114-mile section of the main route between
the mouth of the Tok and Big Delta and also the 50 miles
section between Whitehorse and Jakes Corner.
Supervision
For supervision and administration, two sector head-
quarters were established, one at Fort St. John controlling
work southeast of Watson Lake, and the other at White-
horse controlling the remainder of the work. Brigadier
General William M. Hoge organized both offices and super-
vised all activities until June 6, when Colonel James A.
O'Connor assumed charge of the southern sector. Both sec-
tor commanders reported directly to the Chief of Engineers
until the virtual completion of a route practicable for truck
traffic. Enlarged plans for such traffic and extension of other
projects in the region led to the organization of the North-
west Service Command under General O'Connor, who
assumed charge in September.
Equipment
All the seven regiments assigned to this project were
similarly equipped, although in some cases delivery of com-
plete equipment to the job was delayed. The principal items
of interest included, for each regiment, twenty D-8 diesel
tractors and bulldozers; twenty-four D-4 and R-4 tractors
with bulldozers and trailers for their transportation; three
motor patrols; from fifty to ninety dump trucks; various
cai'go trucks; eleven to twenty 34-ton trucks (jeeps) ; twelve
pick-up trucks; two H-yd. gas shovels; one truck crane;
six 12 cu. yd. carry-alls; six tractor-drawn graders; one
portable sawmill; and two pile drivers. In addition, each
regiment carried the normal assortment of small tools, water
purification equipment, and electric lighting plants. Each
company was provided with a radio receiving and sending
set mounted in a jeep.
Nearly all of the foregoing equipment was new, which
proved very fortunate as spare parts were often unobtain-
able and repair facilities were inadequate. Much ingenuity
was displayed in keeping equipment in operation but at
the end of the season much of it was on the dead line await-
ing repairs or parts.
Operations
In the typical operations of a regiment engaged in break-
ing new trail through the forest, we find in the lead, of
course, the locating party which indicated the centre line
by blazes or pieces of cloth. The clearing crew with three
shifts of tractor operators followed. One large bulldozer ran
along the marked centre line clearing a narrow trail. Other
large machines were then assigned tasks along this trail.
Pushing the trees laterally to both sides they made a clearing
from 60 to 90 ft. wide. Having finished a task a bulldozer
would leap-frog forward to its next similar task. On much
of the route the forest growth was dense but the trees were
usually not large nor deeply rooted. Where the ground was
firm, ten or twelve bulldozers could clear two to three miles
through solid forest each day. The smaller bulldozers were
used to follow the large tree movers, cleaning off moss,
muck and lesser debris. The clearing crew was generally
several miles beyond the reach of trucks and had to be
supplied by pack train or tractor drawn sleds or trailers.
The men slept in pup tents and moved camp nearly every
day.
A crew consisting generally of a company followed the
clearing crew constructing log culverts and small bridges
and was followed in turn by another crew engaged in ditch-
ing, corduroying if necessary, and rough grading sufficient
to permit passage of truck traffic in weather not too wet.
The remainder of the regiment, perhaps two or three of
the six companies, might be distributed along the road
thirty to forty miles in rear of the clearing crew and be
engaged in widening the narrow places, reducing the worst
grades, gravelling soft spots and smoothing with motor
patrols. This operation completed the pioneer road which
was generally 18 to 24 ft. wide. As means permitted later
\ typical bri«l«;e over Aishinik River.
120
March, 1943 THE ENGINEERING JOIRNAL
in the season, still further improvements in grade and align-
ment were undertaken both by Army and Public Roads
Administration forces and the entire road has now received
a light surfacing with gravel.
Two light pontoon companies each equipped with 675 ft.
of floating bridge material were parcelled out to the regi-
ments. The pontoon detachments promptly put in floating
bridges over streams that could not be forded, or ferries
where available material was insufficient for bridges. Pile
or trestle bridges were constructed as soon as possible to
release the pontoon equipment.
Rate of Progress
The rate of progress is best indicated by mileage under
construction at the end of each month since the road was
usable for supply purposes in a very short time after clearing
was completed. Such progress is indicated in Table I.
TABLE I
Mileage Under Construction'
To Date Indicated Miles Remarks
April 30 8 By 35th Engineers
May 31 95 By four regiments
June 30 360 By seven regiments
July 31 794 By seven regiments
August 31 1186* Fort Nelson reached August 26
September 30 1479* Road passable to Whitehorse
September 24
October 25 1645* Road passable to Fairbanks
* Includes Public Roads Administration construction.
In conclusion it is believed that nobody can really appre-
ciate the volume of work accomplished without actuall}'
making a trip over the road. The main difficulty proved to
be supply rather than construction. Progress would have
been still better except for lack of adequate water trans-
portation to Alaska which delayed the start of effective
work in the Whitehorse area. Much delay was also due to
the scarcity of certain supplies resulting from war con-
ditions, particularly spare parts for transportation and con-
struction equipment.
Completed road 40 miles east of Teslin.
The credit for pushing this road through the wilderness
in the short span of one working season belongs first and
foremost to the ten-thousand-odd American soldiers who
took their fine equipment and did the job. This statement
does not overlook the excellent and necessary work accom-
plished by the civilian forces of the Public Roads Adminis-
tration in following up the troops and improving the Army
road.
These soldiers of ours worked early and late. Neither
heat nor cold nor all the challenges of the pathless wilderness
could stop them. During March the men braved bitter
winds and temperatures of 35 below. In July and August,
gloved and swathed in netting against swarms of mosquitoes,
flies and other insects, they sweltered under 90-degree heat.
The rainy weather found them slogging through bottomless
mud. They threw into their job the same spirit and the
same courage that their comrades-in-arms have thrown into
the operations in Algiers, in Morocco and at Guadalcanal.
Yes, America can well take pride in the way its soldiers
have performed in the building of the Alaska Highway.
THE ENGINEERING JOURNAL March, 1943
121
INDUSTRIAL RELATIONS
Proceedings of the session held during the Fifty-Seventh Annual General Professional Meeting of The Engineering
Institute of Canada, at Toronto, Ont., on February 11th, 1943, under the auspices of the Institute Committee
on Industrial Relations. Mr. Wills Maclachlan, M.E.I.C., chairman of the Committee, presided.
THE ROLE OF THE INDUSTRIAL RELATIONS EXECUTIVE
IN COMPANY MANAGEMENT
BRYCE M. STEWART
Industrial Relations Counselors, Inc., New York, N.Y.
From 1940 to 1942 Deputy-Minister of Labour for Canada
Importance of Industrial Relations
Management
At the outset, it might be appropriate to refer to the in-
creasing significance of industrial relations in the conduct
of industry and for the general social welfare. Different
groups — politicians, business men, trade unions — become
one after another the most powerful factors in our society.
Since the early thirties trade unions have been increasing
in strength and influence, and business has lost prestige
since it was regarded as responsible for most of our economic
ills. For this reason, industrial relations men also lost prestige
in some quarters because of their part in business manage-
ment. However, during the war period, business has played
its proper role well; it has achieved production objectives
that were regarded as impossible and is winning a higher
place in public esteem. It is now becoming quite respectable
to be an industrial relations executive and those entering the
field at this time have that advantage.
Mr. Walter Lippmann said recently that in the United
States, "there is no governing class which has a social posi-
tion and political power superior to that of the business
community. That is why the American business men who
manage the greatest industrial plant on earth are in a unique
position. That is why their future cannot be discerned by
reading analyses and predictions made by thinkers in lands
where there is a quite different social structure. And that
is why the working philosophy of the American business
man is destined to play so decisive a part — for weal or for
woe — not alone in his future but in that of this republic
and of the world."
One may venture the assertion that in the years ahead
the working philosophy of the business man with reference
to the relationship between management and workers will
have greater social import than his thinking in any other field.
It is the function of the industrial relations executive to
shape management's philosophy in this area. Mr. Lippmann
in the article just quoted raised the question whether in
these trying times American business men will assume neces-
sarily "heavy burdens in order to continue to lead our in-
dustrial society." He suggests that they must not be diverted
from "the conviction that they have a great mission to
perform." Surely, therefore, the industrial relations man
must exert himself to the utmost to see that the part the
industrialist is destined to play in this important field of
the relationship between management and employees is for
weal and not for woe. What other profession has a greater
responsibility or opportunity ?
Many trade unions have been inclined to look askance
at company industrial relations departments, and many
employers have regarded trade unionism as not very con-
structive, to say the least. In Great Britain and on the
Continent, since the turn of the century, unions have been
the major factor in shaping the industrial relations policies
of management, and, in general, company industrial rela-
tions programmes have had a minor part. In America the
reverse condition has obtained. The labour movement had
a slow growth over a period of half a century and only a
minority of companies had signed union agreements. In
these circumstances the most progressive firms developed
their own industrial relations policies, practices and depart-
ments. In this field American business stands supreme. How-
ever, with a marked increase in union membership in the
United States and Canada in the last decade the unions
now have a much greater influence in the determination of
management's labor policies. Interestingly enough, while
the rate of growth of trade unionism has been speeding up
in America the war has accelerated the development of
company industrial relations programmes in Great Britain.
What we know as industrial relations management is now
receiving greater emphasis in that country. Ernest Bevin,
the Minister of Labour and National Sen-ice, who before
becoming a member of the Cabinet was the general secretary
of the Transport and General Workers' Union, has said:
"In the layout of our war effort, sufficient attention
was not paid to the personnel problem . . . The longer
the war goes on, the more necessary it becomes to pay
greater regard to this personnel side of industry. The
absence of a proper understanding of the problem has
been one of our greatest handicaps in this great struggle.
Hence my additional plea for the personnel manager, who
should be specially trained to have an equal position in
industry with other members of the executive. Indeed, I
am sure — and I would emphasize this — that our post-
war position will be materially helped and the future
prospects of British industry enhanced by a full appre-
ciation of this important fact."
Acting on this view, the British government is giving
financial assistance for training in personnel management.
Since early in 1942 the Department of Labour of ( Canada
has sponsored and financially aided practical courses in this
field at five Canadian universities. Can there be any better
evidence of the necessity and importance of company in-
dustrial relations policies and of capable industrial relations
executives than the action of these governments under the
stress of war ? This development is a sufficient answer to
those trade unionists, employers and others who have held
that with increasing determination of management's labour
policies by the action of governments and unions, the field
of company industrial relations activities and the role of
the company industrial relations executive are being pro-
gressively restricted and ultimately may disappear. One
is surprised and alarmed at the number of employers who
in these days take the view that if labour standards are to
be established by legislation or union dictation, manage-
ment should comply submissively and make no effort to
122
March, 1943 THE ENGINEERING JOURNAL
develop and promote its own labour policies. This mistaken
attitude serves notice on employees that they must compel
employers to make concessions either directly through col-
lective bargaining or indirectly through legislation. It tends
to destroy any sense of partnership between management
and employees and militates against co-operative effort
in the promotion of the enterprise. In short, when manage-
ment washes its hands of responsibility in these matters it
affirms the Marxian thesis that employers and workers are
distinct classes whose interests are in no sense identical
and that a political dictatorship of the proletariat is the
worker's only method of securing better conditions.
Progressive employers can oppose this contention by
demonstrating orderly improvement in labour standards
on their own initiative. They must prove that more can
be gained by peaceful methods than by force, that as co-
operative effort makes the enterprise more successful em-
ployees will share accordingly. Such employers will always
be in the vanguard of the movement for improved condi-
tions of work since collective bargaining and labour legis-
lation must compromise to meet the necessities of marginal
firms.
These managements are likely to profit by their foresight.
Employees like other humans are prone to co-operate with
any regime under which their conditions improve. Further,
it pays to anticipate the compulsory standards of the future.
A company that has a long established and well financed
pension plan does not suddenly have to assume a new burden
of costs when a governmental retirement system is intro-
duced. Nor is employee good-will likely to be generated
by action taken under compulsion. There can be no doubt
that, if the management is imbued with this philosophy,
the status of the industrial relations executive will broaden
in this time of war and will continue to grow in the post-
war period of readjustment as he is confronted with old
problems in larger proportions, new problems and new fron-
tiers. This conception of industrial relations is found to
have a larger part in the art of industrial leadership.
The Industrial Relations Executive as the
Proponent of Democracy in Industry
Democracy stands for progressive realization of freedom
for the individual and his acceptance of his proper share of
responsibility for the general well-being. In democratic
countries a considerable measure of individual liberty has
been achieved, as in freedom of speech, religion and politics.
Full enjoyment of these rights by the citizen is conditioned
by his measure of economic independence. If his family is
starving he is prone, regardless of his convictions, to join
the church, political party or labour organization that will
help him most. The worker depends on the income from
his job and its adequacy by way of rates and continuity,
for decent independent living. In short, the hungry man
cannot be free. Here and now we are striving for this new
freedom, designated in the Atlantic Charter as freedom
from want. The major long-term function of the industrial
relations executive is to assist his management in the pro-
gressive realization of this objective for its employees.
Planned orderly progress in this sector, gauged to the
capacity of the business to assume the burden, is the only
alternative to direct action by the employees of the plant
and to violent change that will shake the foundations of
our society. Employees are securing better working con-
ditions, better and steadier incomes, and more leisure
through the voluntary action of employers, collective bar-
gaining and labor legislation. The more that this can be
accomplished by management with the assistance of a well-
equipped industrial relations department, the better. In-
deed, it probably is not an overstatement that the future
status of industry in the national economy depends upon
its achievements in this direction.
Perhaps, at this point, a word of caution is in order. The
industrial relations executive is the proponent of democracy
in industry but he should have a clear understanding of
that term. In industry both management and employees
have their rights and duties. It is not suggested here that
either should trespass upon the territory of the other. Man-
agement is responsible to the owners for the successful
functioning of the business at a fair profit. It must safe-
guard the investment in the enterprise. Its social obligation
is to secure the greatest possible production at the lowest
possible cost consistent with fair wages and working con-
ditions. To these ends management has the right and duty
to select, allocate, transfer, promote, demote, discipline and
dismiss employees. It should be so anxious, however, to
ensure the fairness of its policies in these matters that it
should stand ready at all times to discuss them with, and
have them challenged by, the employees. It should stand
ready to modify the policy announced in so far as the sug-
gested changes do not hamper the responsible executives
in the discharge of their proper functions. But the final
responsibility must rest with management, and manage-
ment must resist any encroachment upan its prerogatives.
Similarly the employees should have complete freedom
within their own sphere — for example, to join or not to
join any labor organization as they choose. Democracy in
industry means that each of the parties stands on its own
ground, maintaining its own rights and performing its own
duties in a spirit of mutual respect and co-operation for
the success of the business upon which the welfare of each
is dependent. Especially in these times the industrial rela-
tions executive will do well to have this definition of his
field of activity constantly in mind.
The Day-to-Day Duties of the Industrial
Relations Executive
Having dealt with the long-term objectives of the indus-
trial relations executive, we may now turn to his day-to-day
activities. At the outset he must assist the management in
the formulation of an industrial relations programme and
in the development of the techniques involved, and must
supervise the application of the policy throughout the busi-
ness. The need for a written statement of industrial rela-
tions policy for every management available to all employees
cannot be over-emphasized, nor can the industrial relations
executive work effectively in the absence of such a policy.
One may express the conviction that no industrial relations
man worth his salt will accept a position with a company
unless the management is willing to formulate its labour
policy and reduce it to writing.
Nor, of course, should the executive identify himself with
the company unless he believes that the policy is fair and
workable in the circumstances of the enterprise. Not a few
industrial relations men have accepted new positions during
the war period only to resign a few months later. They
have found the managements according to their own state-
ments too busy with production to develop an industrial
relations programme. Such managements think, appar-
ently, that the executive should be an opportunist and
deal with cases individually. They refuse to be bothered
with the establishment of a grievance procedure, for ex-
ample, but they would not operate any other department
of the business on such a hit-or-miss basis. The industrial
relations executive joining a new company should make
sure that it has a labour policy with which he is in accord,
that the management is keen for its fullest application and
will support him to that end.
In its practical managerial aspects industrial relations
has been defined for the Scribner's Dictionary of American
History by Mr. C. J. Hicks, chairman of the board of
Industrial Relations Counselors, Inc., as follows:
Industrial relations, as the term is commonly under-
stood in the United States, is concerned primarily with
the position of the worker in relation to his employer
and includes whatever is involved in the employee's selec-
tion for and relation to his job.
THE ENGINEERING JOURNAL March, 1943
123
The term industrial relations as distinguished from
welfare work has grown to include all contacts between
labour and all grades of management, connected with or
growing out of employment. Specifically it covers items
usually classified as personnel work, such as recruiting,
hiring, placement, transfer, training, discipline, promo-
tion, layoff, and termination of employees, together with
proper service records; also all of the financial relation-
ships such as wages and salaries, overtime rates, bonuses
and profit sharing, savings and thrift and stock plans;
also education, health, safety and sanitation, recreation,
housing and employees' service activities; hours of labour
and other working conditions, including days of rest and
vacations; reasonable provision to help meet the common
economic hazards involved in temporary or total unem-
ployment, sickness, accident, old age, disability and death ;
also methods used to adjust differences and to promote
co-operation between employees and management.
Many of these items have been gradually covered by
state and federal legislation, starting with sanitation,
accident compensation and safety measures, later dealing
with child labour, hours and minimum wages especially
for women and minors and more recently extended to
include federal legislation on hours and wages.
The dictionary article just referred to contains the fol-
lowing statement concerning the industrial relations ex-
ecutive:
Personnel work, which was at first a mere incident in
the day's work of the foreman or superintendent, has
gradually been broadened into an industrial relations pro-
gramme with increasing emphasis on standardization. The
responsibility for developing a uniform company policy
and practice as to all industrial relations activities in the
individual company is increasingly being placed in the
hands of an industrial relations executive, with the rank
of vice-president or responsible to some high official of
the company, and having a staff relation to those directly
responsible for both employee relations and production.
A number of important factors must be considered in
planning the organization for industrial relations adminis-
tration in a company:
1 . The plan of organization must be related to the size
and character of the business.
2. The head of the industrial relations department should
report to the chief executive of the company.
3. The industrial relations head should have a staff rela-
tionship to the line executives and respect their final
authority and responsibility.
4. Line executives should consult the industrial relations
department in their interpretation and application of the
company's industrial relations policy.
5. The industrial relations department should supervise
the administration of the company's industrial relations
policies and should interpret the viewpoint of employees
to the management.
It was stated above that the industrial relations executive
should make certain that the management he serves has
proven its interest in his field of work by the formulation
of a written industrial relations policy. The role of such an
executive in a business may be elucidated by the following
brief outline of the essentials of an industrial relations
programme.
1. An organization plan, accompanied by a full and de-
tailed explanation, that clearly defines departmental func-
tions and relationships, channels of communication and
the respective authority and responsibility of line super-
visors.
2. The persistent application of the consultative method
of administration whereby, through thedine organization,
supervisors and employees participate in the formulation
of policies and decisions vitally affecting their interests.
3. The formulation, reduction to writing and announce-
ment to the whole organization of a definite company policy
with respect to personnel relations, so that everyone knows
the rules under which the game is being played.
4. The assignment of responsibility for directing admin-
istration of the labour policy and for advising management
regarding industrial relations to a staff officer who reports
directly to the chief executive of the company.
5. Recognition of the line responsibility of supervisors
toward their own personnel and delegation of adequate
authority to them for the execution of this responsibility.
6. A training programme that will assure the sincere and
fair interpretation of the company's labour policy by the
supervisory force.
7. Payment of the prevailing rates of wages, establish-
ment of wage differentials or methods of compensation that
reflect differences in relative responsibilities, skills and per-
formance, and assurance of the effective administration of
this system by the periodic review of individual earnings.
8. A procedure for the consideration and review of griev-
ances that provides channels of appeal to the highest ex-
ecutive of the company for the correction of injustice to
the individual employee.
9. A persistent effort, through research, planning and
co-ordination, based upon adequate personnel records, to
assign each employee to the job for which he is best fitted
and to increase stability of employment.
10. Recognition of the social obligations and economic
value of providing safeguards against the major hazards
of industrial employment such as disability, superannuation
and unemployment.
The Industrial Relations Executive
as a Staff Official
Industrial relations executives too often err by assuming
line functions, a step which usually results in conflict and
weakens them in the discharge of their proper duties. It-
may be well, therefore, to give further attention to indus-
trial relations as a staff function. This conception of in-
dustrial relations is predicated upon the ultimate respon-
sibility of the line executives of the company for direction
of the labour policies as well as the financial, sales and
operating phases of the business. Within the limits of his
authority, each member of the executive organization —
from the president, vice-presidents and department man-
agers down to the district or plant managers, superintend-
ents and foremen — shares the responsibility for personnel
relations. If responsibility for action and results is to be
definite and fixed in an organization, there can be no division
or delegation of this responsibility. The authority of each
executive must of necessity be commensurate with the re-
sponsibility conferred upon him and cannot be divided.
The modern industrial relations department in large bus-
iness organizations has originated out of the need on the
part of chief executives for assistance in carrying on the
responsibility for personnel relations. The provision of a
special assistant does not alter the fact that the chief execu-
tives still carry the responsibility and must make the
decisions. This is true not only in the field of employee
relations, but in engineering, research and other phases of
the business.
The head of the industrial relations department is, there-
fore, a staff assistant, directly responsible to the president,
advising and aiding management in the formulation and
administration of policies affecting employees. In co-opera-
tion with the operating staff his duties involve the co-or-
dination of personnel activities, the development of efficient
procedures and their uniform application so far as prac-
ticable throughout the company. It is also the function of
the industrial relations director to assist in bringing to top
management the viewpoint of the employees so that, in
124
March, 1913 THE ENGINEERING JOURNVL
the development and application of personnel policies, their
suggestions and ideas may be given due consideration and
their interests may be adequately represented.
It should be clearly understood that the fact that there
is a staff assistant to give direction and help to the manage-
ment with respect to employee relations involves no de-
parture from the established policy of supervisory authority
and responsibility for these matters. The execution of per-
sonnel policies and the maintenance of co-operative em-
ployee relations must continue to be one of the primary
duties of each department head, plant manager and
supervisor.
Though the industrial relations department must recog-
nize and respect the final authority of the department ex-
ecutives, there is a corresponding and equally binding obli-
gation upon the department executives to recognize the
position of the industrial relations department and to co-
operate with it in the closest possible manner. Foremen,
superintendents and plant executives are responsible for
keeping the industrial relations staff currently and promptly
informed of all developments in personnel and labour and
for consulting and advising with them before making vital
decisions on these matters. Department and top executives
are committed to consulting with the department in the
formulation of policies and major decisions respecting any
matters affecting employees. It should be borne in mind
that the authority of line executives and particularly of de-
partment managers is final or absolute in matters of per-
sonnel and labour policy only within the bounds of general
policies which have been laid down by the company, and
that the formulation, interpretation and supervision of these
policies is a major function of the industrial relations direc-
tor. In a real sense, therefore, responsibility for the admin-
istration of the labour policies of the company is shared
between the line organization and the members of the
industrial relations department.
Securing Compliance with Industrial
Relations Policy
The major responsibility of the industrial relations
director and his staff throughout the organization is to see
that the labour policies of the company are adhered to by
the operating managements in their handling of personnel
and labour matters. In most cases differences of opinion
are avoided when executives and operating managers con-
sult in advance with the industrial relations department.
However, in case of inability to agree as to the proper
course or where the personnel representative thinks that
the policy of the company is being disregarded or violated,
it is his duty to make his protest first to the foreman,
superintendent or plant manager concerned and, failing to
secure a correct decision, to take up the matter with the
chief executive of the unit affected.
The director, while not in a position to order compliance
from subordinate line executives, does have the right of
access to the chief executive officers of the company from
whom in most cases it is possible to get a decision directing
that the proper action be taken by the subordinate execu-
tives. As a matter of fairness and co-operation, the industrial
relations director, having a problem in any department,
will first discuss it with the executive head concerned and
then take it to the higher executives.
With the right kind of co-operation from the line organ-
ization, the headquarters industrial relations department
would be currently informed as to the compliance of field
managements with company policies respecting wages, hours
and working conditions, either on the initiative of the
department managers concerned or through the medium
of personnel, hour and wage reports. In actual practice,
however, it is found that strong and active employee organ-
izations are of tremendous assistance to both department
managements and the employee relations officers in seeing
that the day-to-day transactions in the field are in harmony
with the wishes of the company as expressed in their written
labour policies and departmental working regulations. Like-
wise, through the medium of periodic conference with the
field staff personnel men, the director of industrial relations
has an opportunity to keep informed as to the working of
the various labour policies in all departments of the
organization.
Industrial Relations in Large
and Small Companies
As between large and small companies the plan or organ-
ization for industrial relations will differ. The number of
persons on the industrial relations staff depends on many
factors besides the total number of employees. One
business has widely scattered units operating under a
variety of conditions, and a considerable field personnel
staff may be required. Another operates entirely in one
locality. One firm will -have an ambitious programme of
broad scope while another more cautious and perhaps not
so prosperous will have fewer activities. Accordingly, the
industrial relations staff may comprise any number of per-
sons— from one man and a stenographer to ten or twelve
individuals (director, employment manager, training super-
visor, safety engineer, supervisor of benefits, doctor, nurses
and a few clerks); and in companies of considerable size
and activity in the field there may be as many as sixty staff
members, not including the clerical force.
Two considerations are important. First, no company is
so small that it can safely disregard industrial relations.
The small concern may at least centralize responsibility
for these functions on a part-time basis in one executive.
Second, the industrial relations staff should exemplify a
spirit of fairness and co-operation, of willingness to recognize
and promote the employee's legitimate interests, combined
with initiative and fearlessness in urging required steps upon
the management. This is more important than any particular
plan of organization.
Conclusion
The executive in charge of industrial relations in a com-
pany that has just begun organized activity in the field
will do well to proceed slowly and to develop his depart-
ment gradually. He should, however, envisage a complete
industrial relations programme for his company and should
be quick to take advantage of opportunity to introduce new
phases of the programme. He must keep in mind that,
with the broadening down of democracy in industry, con-
cessions will be made and that employee good-will is
to be expected from the voluntary action of manage-
ment, not from grudging compliance with compulsory
requirements.
It seems quite safe to assure industrial relations execu-
tives that a great future lies ahead of them. During the
war many firms with a few hundred employees have in-
creased their forces into the thousands. Of necessity they
have had greater regard for industrial relations and the
consequent demand for qualified industrial relations execu-
tives cannot be satisfied. It may be predicted that most
of these managements will retain this newly acquired in-
terest in this increasingly important field of company man-
agement. They will want the assistance of industrial rela-
tions specialists in the vastly different problems of the post-
war years. There will be difficulty in finding and developing
the men. The greatest need at the moment is more adequate
professional training in the field and the provision of some
kind of internship for the student. But that is a subject in
itself. Surely with governments providing instruction in
industrial relations and with a life-long trade unionist like
Ernest Bevin proclaiming the importance of this depart-
ment of business management there can be no doubt of
its opportunity for greater service to management, to
employees and the nation.
THE ENGINEERING JOURNAL March, 1943
125
A SCIENTIFIC APPROACH TO THE PROBLEM OF
EMPLOYEE RELATIONS
MORRIS S. VITELES
Professor of Psychology, University of Pennsylvania, Philadelphia, and Director of Personnel Research and Training,
Philadelphia Electric Company, Philadelphia, Pa., U.S.A.
According to one school of historians, the essentially sig-
nificant details of an era are to be found not in the records
of its great battles and great reforms, or in the approved,
formal biographies of its military and political leaders, but
in the plays, the essays, the dramas, the novels and in the
words-of-mouth stories — yes, even the bawdy ones — told
during the period.
While perhaps not agreeing fully with this major em-
phasis upon literature and conversation as a source of his-
torical material, I am in sympathy with the viewpoint that
much concerning the actual role o'f a person or an event
or a movement is to be found in the stories about each
which appeal to the man on the street. For this reason, as
an industrial psychologist, I find something of interest and
significance in the comments on psychology and psycholo-
gists appearing in a series of articles, originally published
in Punch, and later brought together in a book entitled
"How to Run a Bassoon Factory," with the subtitle
"Business Explained."
The Business Man Looks at the Psychologist
The author of this book points out that: "A hundred
years ago our fathers had to manage without psychologies
at all. Even thirty years ago they were the privilege of a
very few. But nowadays with our cheap methods of pro-
duction they are to be found in every home."
Addressing himself specifically to the business man, the
author goes on to say: "As a modern business man, it is
most important for you to realize that your workers want
psychologies of their own and to see that they get really
first-class chromium-plated ones, with cavity walls. That
was why, somewhat earlier on, I placed a psychologist high
on the list of Experts You Can't Do Without. It is essential
to have a man in the place whose expert knowledge tells
him that workers are Human Beings, Not Machines. The
old chap with whiskers who glues the bits of kid on the
bassoon keys — he isn't a machine — really he isn't. So don't
let your maintenance engineer oil him, and don't think if
he breaks down you can just fit a spare part. He is like
the author of Pagliacci — 'a man with a heart like you' —
and he can probably be depended upon to keep himself
well-oiled. So just keep him bright and healthy, change his
water everv dav, and have a psvchologist deal with his
soul."1
I recall that my first reaction upon reading the material
cited was one of resentment at what appeared to be an
attack upon the dignity of psychology and of the profes-
sional psychologist. However, I was quick to recognize that,
in fact, this bit of satire gives a fairly close approximation
of what the ordinary, practical business man frequently
thinks of psychology and of the psychologist. Beneath this
good-natured jibing lies a keen appreciation of the essential
skepticism concerning the use of psychological methods
which has seriously hampered the extension of psychological
research and practice in industry and business.
Psychology and Magic
As the years have gone by, I have come more and more
to the opinion that such skepticism represents an essentially
healthy condition, to the extent that it forces the profes-
sional psychologist to work within a sound pattern of real
accomplishment in preparing the tools and techniques which
1 Spade, Mark: How to Run a Bassoon Factory, or Business
Explained. London, Hamish Hamilton, 1934, pp. 54-57-58.
he brings to the aid of business. As a matter of fact, such
skepticism is to be preferred to the equally common belief
that the psychologist has some mysterious power to pene-
trate the secrets of the individual's occupational abilities
through the use of magic formulae which makes it unneces-
sary to expend time, effort and money in order to get
results.
Actually the psychologist has no such mysterious
power. He simply applies to the everyday problems of per-
sonnel in industry the more or less humdrum principles
and practices, which characterize the scientific approach.
For example, industry has discovered that it is highly im-
portant to select for each job those workers who are par-
ticularly qualified to handle it. This is necessary because
the production cost per unit may be two or three times as
high with the less competent than with the more competent
workers. The intimate relationship between vocational ad-
justment and the mental hygiene of the worker represents
a second reason for giving improved selection an important
place in the industrial relations programme. Problems
arising when management deals with labour furnish a third
and equally realistic reason for continued emphasis upon
the quality of initial selection. Contracts and also less
formal agreements with labour frequently call for the
reinstatement on a seniority basis, regardless of perfor-
mance, of employees laid off for lack of work. Under
such conditions, mistakes made in selection are not easily
corrected. Experience also shows that among the most
troublesome of grievances are those involving the discharge
of an employee because of "unfitness." In such cases man-
agement ordinarily finds little sympathy on the part of
labour for its plea that the worker is incompetent. "That."
says labour, "is a matter which should have been settled
prior to employment." And whether or not this stand is
justified — and I am of the opinion that it frequently is —
the issue is one which contributes to misunderstanding
and strife.
The Scientific Approach in Selecting
Qualified Workers
It is for such reasons that selection of qualified workers
occupies a prominent place in applying science to solving
the problems of employee relations. The essential feature
of the scientific approach in selecting workers is merely the
application to the selection of the testing apparatus of the
same rigorous techniques as are applied by the engineer h. the
selection of equipment required for the industrial plant. In
choosing such equipment, the engineer starts by analysing
the situation; then writes specifications on the basis of his
study; designs the equipment; estimates the cost, and pro-
ceeds finally to test the finished equipment under operating
conditions before it is finally accepted and appro ved for
use. Similar measures must be taken in the development
of scientific techniques for use in picking the right worker
for the job. The job must be analysed and specifications
written to describe the kind of worker that is needed.
Appropriate equipment is then designed to determine
whether a man meets the specifications, but this is not
finally accepted or approved for use until its effectiveness
has been examined under operating conditions and in
relation to the cost of replacing and training personnel.
The Selection of Electric Substation Operations
The methods employed in the development of improved
methods for selecting workers, and the results achieved, can
126
March, 1943 THE ENGINEERING JOURNAL
be illustrated by reference to the experience of the Phila-
delphia Electric Company in the selection of electric sub-
station operators2. The management of this system rightly
prides itself on the care exercised in the selection of mechan-
ical equipment. In spite of the quality of mechanical equip-
ment there was an average of 36 operating errors per year
chargeable to the 140 electric substation operators employed
on the system, when, in 1927 the author undertook an
investigation of substation personnel*. These errors, it is
well to note, were made by operators selected, with more
than the usual concern exhibited by electric utilities in the
selection of workers, by a well-organized, centralized per-
sonnel department which carefully interviewed applicants,
reviewed their application blanks, obtained references, and
applied other traditional techniques of the employment
office in determining fitness for work.
The continued occurrence of operating errors, in spite
of the relatively advanced methods of selection, awakened
the suspicion that, in part at least, they might be due to
the character of the men who had been hired for the job.
This suspicion seemed particularly pertinent because, in
spite of the similarities of training and experience, certain
operators were involved in a number of errors, while others,
working under exactly the same conditions, managed to
proceed year after year without an operating error. As a
matter of fact, an analysis showed that in an experimental
group of 84 operators who had been in service for not less
than one and not more than ten years, the average oper-
ators averaged three times as many errors as the best;
the poorest operators averaged 7.5 times as many errors
as the best; the poorest operators averaged 2.5 times as
many errors as the average.
The chief purpose of the study was to develop psycho-
logical tests for use in measuring the underlying predispo-
sition to error that appeared to be so conspicuously present
in the poorest group and absent in the best group of
operators. Tests were selected on the basis of a careful
analysis of the job to determine the characteristics of the
accurate and safe as contrasted with the inaccurate and
unsafe operators.
The tests finally chosen for use in measuring the mental
abilities and temperamental traits necessary for safe and
accurate switching included three series. The test in Series
A and B are used to measure qualities required for accurate
switching under normal operating conditions. Series C in-
cludes one test, known as the Switching Control Test, for
measuring adaptability under emergency conditions. It is
essentially a fear-reaction test which allows an opportunity
for observing and recording changes in accuracy of response
under extremehr disturbing conditions of electric flashovers,
noise, smoke, etc.
As a preliminary to using these tests in the selection of
substation operators a study was made of the test scores
best, average, and poorest operators in the experimental
group. The results of this comparison, in so far as Series A
and B are concerned, are presented, in part, in Chart A. The
average score of the poorest group is shown to be 27.9
points below that of the best group and 15.7 points below
that of the average group. The average score of the latter
group is also 12.2 points below that of the best.
A further analysis of test scores showed 75.0 to be the
critical score in distinguishing between satisfactory and
2 Viteles, M.S., The Science of Work, W. W. Norton, New York,
1934, Chapter 6.
* This investigation was formulated with the co-operation of the
supervisory staff of the Station Operating Department, in particular
through the interest of N. E. Funk, now Vice-President in charge of
Engineering, Philadelphia Electric Co., C. C. Baltzly, General Super-
intendent. Station Operating Division, and of the late E. O. Mac-
Ferran, Superintendent of Substations. In general, the development
of improved selection procedures described in this paper have involved
the active co-operation of operating personnel from the various depart-
ments of the Philadelphia Electric Company.
** From a report by R. M. Pennybacker, Superintendent, Substation
Section, Station Operating Division.
unsatisfactory operators, and therefore the one to be used
as a minimum "passing score." In Chart B is presented a
comparison of substation operators reaching this score with
those who fail to do so. The percentage of best operators
with the passing score is double that of average operators
and aboutten times thatof poorest operators. Itis important
to note that only 7.7 per cent of the poorest operators would
have been hired had they been tested prior to employment,
whereas 70.6 per cent of the best operators would have
been employed. This is of particular significance when the
difference between the two groups in number of operating
errors is recalled. Moreover the average number of errors
of operators who made less than the passing score of 75
proved to be over twice that of men who passed.
Such facts show clearly that scores on Series A and B
differentiate substation operators with respect to predis-
CCTJAtoA?/SOrt O^A\/f/SAG£~ TOTAL T/TST SCO/F/TS A/Y0 Al/CfAG/T
f*e/?C"? ^>F^T7Arr (j-/)rr./,/9.e6 T0SfPT.30,;<>23) o° 8-*
AV£fAT,â~ TFSTSCO^F
Chart A
position to error in switching. These figures, and numerous
others of the same kind gathered by checking other groups,
including newly hired assistant substation operators, demon-
strated the desirability of using the tests in determining
fitness for substation operation. The tests were put into
operation in the selection of assistant electric substation
operators on April 1, 1928. In addition, substation operators
who had not been included in the experimental group were
examined and the practice established of reassigning oper-
ators in service as well as placing new employees on the
basis of test scores. So, for example, operators for newer
and bigger stations were chosen largely on the basis of test
score. On the same basis, operators with low test score and
unsatisfactory working records have been reassigned to the
smaller stations.
The net result has been the marked decrease in operating
errors, shown in Chart C, which started immediately after
the first changes on the basis of test scores were made,
and has continued in spite of increasing load on the
system**. It is also interesting to note that operators with
low test scores who have been retained in the service have
THE ENGINEERING JOURNAL March, 1943
127
added errors to their records at a rate above that of oper-
ators with higher test scores.
Other Illustrations of the Use of Psychological
Methods in Selecting Workers
Such results have been obtained wherever a conscientious
effort has been made to develop improved selection tech-
niques on a sound scientific basis. The Scovill Manufacturing
Company, for example, reports a marked decrease in the
percentage of unsatisfactory apprentices as the result of
the use of well-standardized tests in selection. The Scovill
Testing Programme was started late in 1923. Following an
extended period of research, tests were introduced in 1926
in hiring metal trade apprentices. "The percentage of un-
satisfactory apprentices, which had hovered around 40 per
cent for the previous five years, dropped to 17 per cent
(Table I). In 1930, after a similar study of additional tests,
two more were added to the battery, and the percentage
CrtAFT B
4n/)i vj/s or o4 on?*?AToies "r fx/=>fje/rtcrr tal croof* i<//r/-/ scores
ABovf Ar/£> eeioiv roT/u. resr score ce 7Sûû(rAss/fC scorsl
TOTAl TCSr SCOPES Bf/Ov 7S00
'2 OPFJ.
rarAi rfsr scours 7soo cPA&n/e
ersr
70.6%,
rtom'j.
Chart B
of unsatisfactory apprentices dropped to about 8 per cent.
The foremen who rated the apprentices on their progress
and skill in mechanical work never knew the test scores.
Not only was there a sharp decrease in the number of
unsatisfactory apprentices with each change, but the un-
satisfactory apprentices were more readily dropped by the
foreman, instead of being carried along to fail ultimately,
when the foreman realized that they could be replaced by
better boys."3
In the ten years subsequent to 1930 new and higher re-
quirements for potential development of tz-ainees beyond
3 Pond, M., "Experience with Tests in the Scovill Mfg. Co.", in
National Industrial Conference Board Report. Studies in Personnel
Policy, No. 32, New York, 1941, p. 45.
4 Tests, Puzzles, Aid in Selecting War Workers, Factory Manage-
ment and Maintenance, July, 1942, pp. 220-221.
5 Russell, W. V., & G. V. Cope, A Method of Rating the History
and Achievements of Applicants, Pub. Pers. Studies, 1925, 3, 202-19.
* With the assistance of the staff of the Life Insurance Sales Research
Bureau.
6 Selecting, Successful Salesmen, The Phoenix Life Insurance Com-
pany, Hartford, Conn., 1937. 21 pp.
7 Viteles, M. S., Industrial Phvchologv, W. W. Norton Co., New
York, 1932, pp. 183 ff.
the original goals were set, the number of apprentices trained
currently increased, etc. Nevertheless, the percentage of
failure is still about 8 per cent. This fact is attributed to
an enriched interview technique. In other words, in the
Scovill works, as in many other plants, experience has
brought convincing evidence of the value of psychological
methods for employment, and also of the practical advis-
ability of selecting tests and setting the passing marks on
the basis of adequate preliminary research.
In adding to its personnel for war the Westinghouse
Electric and Manufacturing Company is using tests selected
on the basis of many years' experience in devising methods
of fitting each worker exactly to the task where require-
ments, talents, and temperament match. Since extremely
high standards are set in selection, only 18 per cent of the
10,000 applicants considered since 1937 have passed the
tests, but only one per cent of applicants enrolled have
failed to make good as skilled workmen.4
Similar achievement in improved production, in reduced
turnover, in increased sales have been reported both in the
United States and abroad. Life insurance firms, for example,
have found psychological methods extremely useful in select-
ing salesmen. It is interesting to note that in this instance
tests, as such, prove to be of little value. However, a pains-
taking analysis of biographical data has revealed that it is
possible to use specific items of information obtained from
an application blank or a general information blank, such
as age, marital status, number of dependents, etc., in selecting
those men who are most qualified for the job of selling.
The Use of Application Blank Data
The value of this method in selecting life insurance sales-
men was demonstrated fifteen years ago in the exeperience
of the Phoenix Mutual Life Insurance Company. This com-
pany found that the use of a score obtained by weighting
1 1 biographical items, was followed by a marked increase
in sales and in the stability of those employed.5 In 1919,
56 out of every 100 salesmen employed failed to last out
the first year. In 1921-22, when the new plan was fairly
operating, only 42 out of every 100 salesmen failed to remain
one year. Between 1922 and 1925, this figure had been fur-
ther reduced to 30 out of every 100. Moreover, whereas in
1912 the Phoenix Mutual Life Insurance Company emploved
1,700 salesmen to sell insurance to the value of $20,500,000,
in 1923, under the new plan, 375 salesmen had sold insurance
to the value of $52,000,000. The same company has within
the past few years reviewed the experience of all salesmen*
who were under contract in regular agencies from 1927 to
1935 and has developed a promising revision of the original
scoring methods applying to various age levels.6
While the method of using especially selected personal
items has found its widest application in the selection of
life insurance salesmen, productive results have been ob-
tained in hiring other kinds of salesmen. So, for example,
in a study made by the writer in the taxicab industry, it
was found that a "good earner" could be differentiated from
a "poor earner" prior to employment on the basis of such
personal history items.7 This device is also finding wide
application in connection with the war effort, particularly
in the selection of aircraft pilots.
In passing, it is interesting to note that there has been a
tremendous expansion in the use of psychological tests and
allied techniques by the armed forces of the LTnited States
and of other countries during the present conflict. It is
generally known that such procedures are being used in
preliminary screening of all recruits in the American Army
and Navy as an aid to assignment for training. More im-
portant still, wide use is being made of tests and other
psychological techniques in measuring aptitudes necessary
for the operation of the highly complex machine which
characterizes modern warfare. Engineers working for the
military services have discovered, for example, that it is
not enough to devise mechanisms designed to bring con-
fusion upon the enemy. Such instruments have no value
128
March, 1943 THE ENGINEERING JOl RNAL
Table I
PROGRESSIVE VALUE OF SELECTION
Dates
Hired
Number
Number
Percent
Group
Hired
Satis-
Satis-
Remarks
factory
factory
1-1-20
I
57
36
63
Selected by inter-
to
II
50
28
56
view only.
8-31-26
III
56
35
63
Total
163
99
61
Yearly
IV
40
36
90
Selected by inter-
Groups
V
44
33
75
view and the Sco-
9-1-26 to
VI
35
32
91
vill Classification
8-31-30
VII
36
28
78
Test.
Total
155
129
83
Yearly
VIII
13
11
85
Selected by inter-
Groups
IX
1
1
100
view, Scovill Clas-
9-1-30
X
3
3
100
sification, Mac-
to
XI
12
12
100
Quarrie and
6-1-37
XII
21
19
90
Wiggly Block
XIII
32
28
83
Tests.
XIV
65
62
95
Total
147
136
93
From: Millicent Pond, "Experience with Tests in The Scovill
Manufacturing Company," National Industrial Conference Board
Report "Studies in Personnel Policy, No. 32," March 11, 1941, p. 45.
unless they are handled by qualified men, and the selection
of such qualified men has been accomplished through the
application of the methods referred to in this paper, which
have been successfully applied in industry. Unfortunately,
it is not possible to speak at this time about the results
which have been obtained in the military services.
In considering such results, as well as those reported
for industry, it is to be noted again that they are obtained
not by guesswork, but through a careful, painstaking, ob-
jective check and recheck of the value of the psychological
apparatus and methods in relation to men's performance
on the job. Only under such conditions can tests of other
psychological techniques serve a useful purpose in increasing
the probability of obtaining qualified personnel for various
industrial, and also military tasks.
The Concept of "Probability" in
Scientific Selection
The term "probability" is used advisedly because the
psychologist, as other scientists, deals largely with prob-
abilities and not with certainty. In all scientific fields there
are only few generalizations which give the same certainty
of prediction as the law of gravity. This limitation applies
with special force to psychological generalizations, particu-
larly as they refer to the prediction of individual perform-
ance in specific work situations. However, on the basis of
adequate statistical treatment it is possible to make accurate
predictions as to the characteristics of a group hired through
the application of improved psychological methods.
The situation is analogous to that found in the field of
vital statistics. The actuarial statistician can predict, for
example, the number of deaths, the number of cases of
pneumonia and of measles which will occur in a given period
among men 30, 40, 50 and 60 years of age, respectively.
In the same way, the psychologist can predict how many
"good" workers, how many "average" workers and how
many "poor" workers there will be among men with scores,
8 Furnas, J. C, Major Miracle, Ladies Home Journal, October, 1939.
(Quoted from Palmerston, L. R., Psychological Tests in Industry and
Education, Pers. J., 1941, 19, 325 ff.
* In a paper to be published in a series of reports prepared for the
Civil Aeronautics Administration by the National Research Council
Committee on Selection and Training of Aircraft Pilots.
9 Viteles, M. S., The Role of Industrial Psychology in Defending
the Future of America, Annals of the American Academy of Political
and Social Science, July, 1941, pp. 156-62.
let us say, of 60, 70 and 80, respectively, on a well stand-
ardized battery of psychological tests.
On the basis of preliminary experimentation a doctor
may be able to tell his patient that his chances of surviving
an operation are 98 in 100 or he may predict a pneumonia
patient's chances ôf recovery are perhaps 95 out of 100
if sulfanilamide is administered, whereas they would be
75 out of 100 without the drug.8 In the same way, if the
psychological selection method has been suitably stand-
ardized it is possible to say that an applicant with a score,
let us say, of 60, has a 75 per cent chance of meeting existing
production standards, whereas one with a score of 45 has
only a 30 per cent chance of meeting the same production
standards. In addition, it is possible and necessary, when
applying scientific methods in selecting workers, to indicate
the extent to which the selectivity of the tests is better
both than that of methods already in use or better than a
chance method of choosing workers for a specified job.
These may sound like abstract concepts, but just such
data are needed and are obtained by the competent psycho-
logist in order to determine whether it is economical to use
the test battery; whether the selectivity of the test justifies
the cost of administration. There are also procedures for
determining objectively how to make best use of the reser-
voir of available labour. The larger the reservoir, the higher
the test score can be set. Conversely, if the reservoir is
small, the test score must be lowered. As has been pointed
out in a recent analysis by Professor H. M. Johnson*, of
Tulane University, this is a practical issue which can be
simply met by a series of tables from which can be deter-
mined the number of applicants required to obtain 100
employees at various levels of working proficiency.
In Summary
It is possible that this section of the paper has been
extended to the point of boredom, but there seems merit
in presenting this material in detail to indicate the scientific
character of the psychological approach and to show the
advantages which can be achieved through a scientific
approach to the selection of workers. In the future, as
in the past, the development of scientific techniques for
the selection of workers will continue to represent a pro-
ductive approval in solving the human problems of industry.
Because of the wide differences in suitability for varied jobs
which characterize members of the human race, the selection
of qualified workers represents an important basis for main-
taining employee relations while increasing the capacity
of industry to meet the economic demands imposed upon it
and upon an advancing civilization.9
Strengthening the Will-to-Work
As is apparent from the above discussion, the develop-
ment and validation of techniques for hiring workers rep-
resents one of the major applications of psychology in
industry. Considerable progress has also been made in im-
proving the training programme through a scientific ap-
proach to the problems of training. However, no matter
how well they are selected, or how well they are trained,
employees cannot attain maximum efficiency unless they
demonstrate the will-to-work on the daily job. The develop-
ment of this will-to- work is one of the major problems in
the present employees relations situation. An outstanding
practical problem in industry to-day is to find ways of stim-
ulating the inclination to work; and, at the same time, to
further the development of job satisfaction and of the loy-
alties which lead workers to co-operate fully to keep the
organization working smoothly.
The Inadequacy of Financial Incentives
Perhaps one defect in the industrial situation lies in the
dependence placed upon wages and wage incentive plans
in arousing the will-to-work. There are, of course, very good
grounds for the belief that appropriate wage rates and in-
centive wage payment plans, properly devised and adminis-
THE ENGINEERING JOURNAL March, 1943
129
tered, are of great importance in improving performance
on the job and in stimulating favourable employee atti-
tudes. The average worker wants a better home, a choicer
variety of foods, a bigger and better automobile, a finer
radio — more and more of the good things in life which can
be procured in increasing amounts as wages increase. Even
the Bolsheviks, setting out with the theoretical communistic
ideal of sharing everything equally, were quickly forced to
come back to wage-incentive plans as a means of stimulating
individual workers to reach the maximum levels of pro-
ductive efficiency. However, the fact which has been over-
looked is that pay, and material satisfactions which can
be purchased with it, represent but one factor in arousing
job satisfaction and in inducing employee co-operation.
At all occupational levels, factors other than wages play
an important part in stimulating production, in creating
1] Mill 11
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Chart C — Comparison of substation operating errors and kilo-
watt-hour output, Philadelphia Electric Company.
satisfaction, and in building morale among workers. The
nature of the evidence leading to such conclusion is illus-
trated in a study by English investigators of the relative
output, in successive weeks, on different work processes,
under three systems of wage payment.10 The order of
worker preference for the operations, determined through
controlled interviews with workers, proved to be: wrapping
— 1; packing — 2; weighing and wrapping — 3; weighing — 4;
unwrapping — 5. The findings of the study clearly show
that the effect of each wage incentive plan is most
marked in tasks which arouse the more favourable feeling
tones, and is completely absent in the least preferred pro-
cesses. In the most popular operation (wrapping), rate of
output was almost trebled by the end of the experiment,
while production on the least popular operation (unwrap-
ping), which involved very similar movements, but which
appeared to be futile to the workers," showed no improve-
ment.
Both experimental studies and everyday observation of
the plan brings growing realization that "pay" in itself is
but one factor, and frequently a minor one, in arousing
satisfaction and in inducing employee co-operation. One
10 Wyatt, S., Frost L., and Stock, F. G. L., Incentives in Repetitive
Work, Ind. Health Res. Bd. Report— No. 69, London, H. M. Stationery
Office, 1934, 65 pp.
11 Hoppock, R., Job Satisfaction,. Harper and Bros., New York,
1935, pp. 29-30.
12 Evans, J. J. Jr., Supervisor Conduct Attitude Survey, Personnel,
1940, 17, pp. 142.
investigator in the field of job-satisfaction, for example, tells
of an express deliveryman who, when asked to recount the
things he liked most about his job, replied first of all, "I'm
satisfied with me boss." Every foreman knows of similar
instances. The superintendent of a manufacturing plant
declined a position with another company at a higher salary
because "That concern was harder to work for than this,"
and because his employers were "particularly human, sym-
pathetic and interested in people."11 Almost every super-
visor who likes his job will agree with this superintendent's
decision.
At all levels factors other than wages play an important
part in stimulating production, in creating satisfaction, and
in building morale among workers. As the worker proceeds
beyond the hunger minimum, the pay check's ability to
buy material things is overshadowed by the ability of the
worker to obtain an immaterial something of equal impor-
tance and of vastly greater intricacy.
Such findings have led many to question the emphasis
upon financial incentives by industrial engineers who have
been so largely responsible for the development of elaborate
systems of wage payment. There is increasing recognition,
for example, that demands for increased wages may rep-
resent merely a way of expressing fundamental dissatisfac-
tion with the failure of the industrial organization to satisfy
the desire for social approval and recognition, for security,
for self-expression, and other deep-seated wants.
What do Workers Want ?
Questions that naturally arise out of this discussion in-
clude : What are the chief sources, besides pay, of satisfaction
and dissatisfaction at work? What do workers want? What do
they expect industry to do for them? What devices can be used
most efficiently to stimulate attitude and feelings conducive to
efficient production, job satisfaction and to the development of
employee morale?
The tendency in the past has been to guess at the answers
to these questions. The present tendency, associated with
the development of an adequate programme of employee
relations and of industrial psychology, is to seek accurate
and honest answers by direct appeal to the workers-
through the orderly and objective study of employees' atti-
tudes. If management can find out what workers want ; if
it can determine the true nature, extent and cause of dis-
satisfaction with particular incentives, with specified poli-
cies, practices or working conditions; constructive changes
can be made with the view of effectively stimulating and
utilizing employee will-to-work.
The objective study of employee attitude usually takes
one of three forms. The first of these involves personal inter-
view with the worker, either on the job or in the home,
conducted by trained interviewers. This is the method which
has been used in the Hawthorne Plant of the Western Electric
Company. Another method involves the use of unsigned
attitude questionnaires to obtain exact information on em-
ployee attitudes. In other cases experimental conditions
have been set up within the plant and the observation of
the effect of changes in experimental situations upon em-
ployees' morale.
Studies of Employees' Attitudes
Numerous surveys have demonstrated that the employee
attitude survey can be a particularly practical and useful
tool in finding out what is on the worker's mind and indi-
cating where attention is needed in the field of employee
relations. The Armstrong Cork Company has gone so far as
to place the planning and conduct of the employee attitude
survey in the hands of the supervisory force, on the theory
that since supervisors are directly responsible for employee
relations, they are the logical ones to plan and direct the
employee attitude survey.
The types of questions used in the employee attitude
survey by means of questionnaires can be illustrated from
the Armstrong Cork Company study.12 (Appendix I.) An
130
March, 1943 THE ENGINEERING JOURNAL
example of the questionnaire method of analyzing employee
attitudes in the public utility field is found in an experiment
conducted during 1940 by the Florida Power and Light
Company.13 In this experiment all the employees of the
Miami Branch of this utility were asked to fill out a ques-
tionnaire containing 32 questions on working conditions in
the company having a bearing upon employees' satisfaction.
The questionnaires were unsigned and after the employee
had filled out the questionnaire, he dropped it into a slot
of a large steel box. Each question in the questionnaire was
followed by five answers expressing different degrees of
satisfaction or dissatisfaction. Each person checked the one
answer to each question which expressed his feeling on that
question. On the front page the employee printed the name
of his department and on the back page printed any addi-
tional comments he wished to make having a bearing upon
his satisfaction on the job.
A special committee of a dozen employees sorted the
questionnaires by departments. The analysis of the ques-
tionnaires was made by a disinterested person from outside
the company experienced in this type of work and centered
particularly upon a study of the comparative "morale"
found among employees in various departments of the com-
pany as determined from the expressions of employee atti-
tudes towards various policies and practices.
Chart D, entitled "1940 Departmental Morale Profile"
shows graphically how much the "morale" of this company
varied from department to department. Each bar on the
chart represents a particular department, the long bar rep-
resents a department with high morale, a short bar stands
for a department with a relatively low morale. The wide
variations among departments are easily noticeable from
an examination of the chart.
Chart E, entitled "1940 Morale Profile" shows the analysis
of the morale situation in one of the departments of this utili-
ty. The results show clearly that the "morale" problems of
this department were not centered around wages, although,
as the investigator points out, many people in the company
assumed that "money tells the whole story of employee
morale." Questions 23, 24, and 25 refer to wages. The atti-
tudes of employees in this department towards wages are
all "in the black", that is above the corresponding company
averages by the amounts of 10.6, 12.6, and 6.5 respectively.
The largest deviation in terms of unfavourable attitude is
with respect to Question 18, "Criticism in Public"; the value
in this case is the 18.2 below the company average. This
item is purely one of leadership. Evidently the well-known
principle of refraining from criticising employees in the pres-
ence of others had been violated flagrantly in this de-
partment.
Question 13, "Consideration and Courtesy Shown to
Subordinates", reveals another source of unfavourable atti-
tudes among employees in this department. In other words,
the survey revealed that in this department, and, to some
extent the company as a whole, the workers wanted more
consideration, better treatment by the supervisory force.
Such dissatisfaction as existed was not with the wage plan,
but with the failure of the department head and his subor-
dinates to recognize the wokers' worth as human beings.
The primary source of dissatisfaction was the disregard of
the workers' feelings and sentiments — the mainsprings of
human conduct.
The chief value of the employee attitude survey is to reveal
objectively and in numerical terms the specific sources of
irritation as a first step irt their correction. Another example
of how such surveys can be used to find out what employees
think about particular employee relations policies and prac-
tices, plant condition, and so on is found in a study reported
by Bergen.14 In this, use was made of a questionnaire in
measuring the over-all "morale" and reactions to particular
policies of 1,000 employees from selected office and factory
departments of a manufacturing company.
Among the outcomes of this study are the findings that
approximately one-half of the factory workers were dis-
satisfied with the wage incentive plan; 70 per cent of the
hourly workers felt that there should be work sharing before
layoff; there was considerable dissatisfaction among the
salaried group with respect to promotion policies and prac-
tices; 28 per cent of the factory employees were convinced
that the company employed labour spies, although this
was not the case; 29 per cent of factory emplo}rees were
of the opinion that management was unfair to organized
labour.
What Workers Think of Labour Unions
13 Smith, McGregor, Mending Our Weakest Links, Advanced Man-
agement.
14 Bergen, H. B., Finding Out What Employees Are Thinking,
Industrial Conference Board Management Record, April, 1939, pp. 1-6,
15 Chamberlin, E. M., What Labor is Thinking, Pers. J. 14 (1935).
pp. 118, ff.
In addition to the studies in individual plants and in-
dustries to determine workers' attitudes towards manage-
ment and working conditions, the survey technique has
been used in numerous studies to determine workers' atti-
tudes toward unionism.
Management frequently has ready-made answers to these
questions, such as "Workers don't really want to join unions,
but they are being forced into them by racketeering labour
agitators supported by self-seeking politicians." Labour
leaders invariably speak of unionism as a spontaneous ex-
pression of solidarity on the part of a universally exploited,
dissatisfied class of the population. And as Chamberlin
points out, the opinions of labour leaders, particularly those
engaged in the administrative work of labour unions, have
apparently been accepted by political leaders as represen-
tative of the views of at least a majority of the workers
themselves.15
»£« Ctxl
lOO —
PER vtHT
— lOO
i j • ) I i i > m ii h n » 15 ii u » i5 » » " '» n i) u i) » n y )> )■ » >• » >< » y » •• •> « •> « ■» •' •;<•■> y '.< « i> >• 55 5» « y r. <• «■ <• <> u
Chart D — 1940 departmental morale profile in the Florida Power and Light Company.
THE ENGINEERING JOURNAL March, 1943
131
In contrast to the vociferousness with which such opinion
is expressed, there are studies, such as one reported by
Chamberlin, which undertake to answer factually even on
a small scale some of the questions of this type. In his in-
vestigation Chamberlin interviewed 200 men employed in
textile mills in Massachusetts — 100 union members and 100
non-union members. Their answers to his queries indicated
that 90 per cent of union members and only 38 per cent of
non-union members believed that the unions get results.
To a request for reasons for which they would join the
union, non-union men gave the following in the order noted :
(1) because fellow workers had joined; (2) because they
desired a feeling of greater security; (3) because a union is
the only way that the working man can get results; (4) be-
cause of a liking for such organizations.
The principal objection of non-union men to unions was
the failure to get results (45 per cent) with the type of
leader running a close second (41 per cent).
Both union members and non-union members showed a
remarkable emphatic agreement that the strike is not the
only way workers can get results, 87 per cent of union
members and 100 per cent of non-union members answering
"no" to the question on this item. However, there was
close agreement between union members and non-union
members that bankers and inventions are the causes of
depression. Moreover, 88 per cent of union members and
65 per cent of non-union members agreed that mill owners
do not treat the working man like a human being.
Summing up his results, Chamberlin points out that "The
typical male textile worker in Massachusetts, who is about
33 years old, thinks that the textile unions are effective in
obtaining results, but is unwilling to entrust to his union
leaders the management of all of his labour problems, in
spite of the fact that he has an adequate knowledge of the
mental capacities of these leaders. On the other hand, our
typical (textile) worker has no knowledge of what goes on
behind the scenes at labour-management conferences.
"If a member of a union, he joined because he felt that
it was the only way that the working man could get results,
although he is not of the opinion that the only way workers
can get results is to strike, and he considers it unfair to be
called out on a 'sympathetic' strike. Contrary to the state-
ments of union leaders, our typical (textile) worker is en-
tirely satisfied with the number of hours in the work week,
and his chief dissatisfaction is with wages, working con-
ditions and management. As far as unions are concerned,
he prefers a national to a company union. He is convinced
that he can use his spare time effectively."
In Conclusion
Such are examples of the scientific approach in the study
of employee attitudes which underlie the will-to-work and
play a predominant role in the development of conflict
situations in our modern industrial civilization. Probably
the most immediate and most pressing need, to further
the harmonious relations so necessary to the war effort,
is for a more complete understanding of the nature, the
origin, and the operation of such attitudes. To arrive at
such an understanding, with the aim of promoting a more
effective and more satisfying application of human energy
in occupational life — now and in the better years to come
— is the major objective in the scientific approach to the
problems of employee relations.
APPENDIX I
• Typical Items from
questionnaire used in employee attitude survey
Armstrong Cork Co.
Hours of Work and Pay
ô. On the whole, are you given an equal number of hours of work in
comparison with other employees in your department ?
1. Always" More ( ); 2. Almost Always More ( ); 3. Given the
Same ( ); 4. Most Always Less ( ); 5. Always Less ( ).
I say so because
HELP AND COOPERATION
INSPIRATION AND ENCOURAGEMENT
umima ■* »j««o bars
ntu> ano cooperation.
I. EFFICIENCY Of EQUiPICNT
'2. EFf ICIENCY Of PLANNING
•J. teaching «SI ICIKK»
4. PHYSICAL fORKINC COWiTicnS
inshratiOi w rirnnw,ri>»T
•S. giving i»rrrffCSTi*c information
•t. ENCOURAGING SA/ETY ACTKJOS
-7. ENCCURAGfuENT Of INITIATIVE
*e. OPPORTUNITY Id» LEACHING
9. BROADER «NOyjUCGE OF COur AW
10. «J» INTEPESTIWG 'S TEu« AG*»'
•II. CMtCN ON SELF -iyPR<VE*CNT
•12. GETTINT. CLE All CUT DECISIONS
•13. CCNSIOECaTicn AND cofmsv
*I4. EPECOniA EIICU ( '■ -i' ■ »
'IS. unOEPSTaaci'iG aao appréciât.:*.
■16. COUNSEL FRCNl SUPTBICP
•IT. FREEDOM FOR CTICB COUNSEL
■ie. criticism in public
I». CONGENIALITY OF ASSOCIATES
20. OPPORTUNITY FOB TRANSFER
21. KNIT TO GOVERN PROMOTION
27. OPPONTONITIES FOB AOYANCEJAtNT
23. EQUAL PAT FOR EQUAL tOR*
24. PAY O0MPAPED TO CITY
25. FAIRNESS OF PAT
26. Tin ovrsiot of business
•27. FLU. CREDIT FOB Au SERYICES
•29. JOB SECURITY FOR COCO Oft
A. SECURITY COMPARED TO ELSOWRE
Chart E— 1940 morale profile of a single department in the Florida Power and Light Company.
132 March' 1943 THE ENGINEERING JOURNAL
6. Do you understand how your pay is figured ?
1. Yes ( );2. No ( ).
I suggest
12. All in all, does your superior give you fair treatment ?
1. Always ( ); 2. Almost Always ( ); 3. Sometimes ( );
4. Seldom ( ); 5. Never ( ).
I say so because
13. If you thought you were qualified for a better job that might open
up, do you feel that you would be given fair consideration ?
1. Yes ( ); 2. Probably ( ); 3. Doubtful ( ); 4. Would Get
None ( ).
I say so because
I suggest
17. Taking all things in all, I think the Armstrong Cork Company is
1. The Best Place to Work I Know ( ) ; 2. A Poor Place to Work
( ); 3. As Good as Most Places I've Heard of ( ).
From J. J. Evans, Jr., "Supervisors Conduct Attitude Survey,"
I suggest. . Personnel, 1940, 17, p. 142, ff.
DISCUSSION
(The Committee earnestly invites further discussion on the subject of industrial relations. Several members of the Institute in
their daily task have to deal with this important phase of our social organization. It is requested that they share with their
fellow-members the benefit of their experience. Contributions from non-members will be welcomed as well and should be
forwarded to Headquarters of the Institute, 2050 Mansfield Street, Montreal, Que.)
Captain J. A. Kitchen1
The Director of Personnel Selection for the Canadian
Army was instructed about a year and a half ago to carry
out duties in the army similar to those performed by
personnel or industrial relations men in industry.
In the army we have men of every type, some of whom
are exceptionally brilliant; it is of primary importance that
that ability should not be wasted. Now, when these men
come into the army we know nothing about them. They
may be of any grade of intelligence or capacity. Therefore,
they are given a preliminary test, commonly known as the
"M Test," which gives some idea as to their ability in
various subjects. This includes a very practical short inter-
view, which is not on any particular line, but is a general
and friendly conversation. All results are recorded, and as
each man goes from his recruiting centre to his place of
basic training that information is available to the personnel
men at those points. In that way we are able to follow
any peculiarity or exceptional ability that a man may have.
For example, officer material is looked for, so that if a
man comes up and reaches the necessary standard as he
goes through his courses he will be given an opportunity
for an officers' training course.
During his training after his basic training, which every-
one must take, he is selected for a particular arm — artillery,
engineers, ordnance, armoured corps — according to his
aptitude and special requirements.
He may be chosen for technical training. For example,
in the army, we need highly technical men in connection
with devices used by the artillery. We have specific require-
ments and tests for those men; there are also other highly
specialized technicians, in whose case requirements are
based on the lines mentioned earlier this afternoon, and
shown by the graphs and the charts that were exhibited.
Morale is an important point in dealing with selection.
Morale means much in industry, for if you get a man
working for you whole-heartedly, putting everything he has
into his job, he will do far more than by any driving method.
This has been proved by the experience of the last war.
Thus it is part of our job as personnel people in the arm}'
to encourage men who go behind in their training, or who
become despondent.
Frequently men find it difficult to have conversations
with their own officers, due to the regimentation that must
exist in any army, but any man is always at liberty to
contact a personnel officer, and as a result such officers are
able to do much to promote morale.
Dr. K. S. Bernhardt2
"* After listening to Dr. Viteles' paper any psychologist like
myself would be proud that our science is making such an
admirable contribution to personnel work.
If we were to ask the so-called "man in the street" for
his comments about the world in which he lives to-day, he
1Army Examiner, District Depot No. 2, Military District No. 2,
and President of the Trades Testing Board, Toronto, Ont.
2Department of Psychology, University of Toronto.
:iChief Engineer, Water Supply Section, Department of Works, City
of Toronto.
induction Motor Engineer, Canadian General Electric Co., Peter-
borough.
would probably remark that he is amazed at the enormous
strides we have made, technologically, and at what the
engineers have been able to do with material, but that he
is horrified, to put it mildly, at the messes that we quite
frequently get into in terms of social relationships.
Perhaps the most valuable feature in this afternoon's
session has been the demonstration that scientific methods
and technique can be amplified to problems of human
relationships in much the same way that they can be
applied to physical materials. We still have a lot to learn
and the real demonstration of scientific technique in action
in dealing with human material is something that we need
more and more of.
There is a feeling on the part of a good many people,
especially in industry, that there may be something in these
tests that the psychologists talk about. In fact, some
industrialists have gone so far as to apply such tests and
have been partly disappointed that they did not work, as
anticipated, and partly glad, because they did not think the
procedure was any good anyway. But the attempt to use
such scientific methods without the kind of steps that Dr.
Viteles has outlined so well is, of course, doomed to failure.
In Dr. Bryce Stewart's address, one thing that he said
near the end should be underlined. After we had followed
him through the intricacies of the machinery of industrial
relations programmes, we came to the core of the whole
problem, namely, as Dr. Stewart suggests, that the spirit
of the thing is much more important than the machinery.
That means the full recognition of the human factor in the
situation.
A. U. Sanderson, m.e.i.c.3
I would like to ask Dr. Stewart if, generally speaking,
he has found that the average working man in Canada is
more interested in security for his old age, and if he is
married, for his wife, than he is in obtaining the last few
cents in wages. I have found that, generally speaking, the
labouring man is more concerned about his security for the
future than he is about a higher wage.
Dr. Bryce M. Stewart
In the devising and installation of pension plans it has
been found almost always that interest in pensions rises
with age. There is also a sex factor. In an organization
which is composed largely of young employees, and many
of those are women, their interest in pensions is quite low.
But you will find in the few that are up around 40 and
over, a great interest. So I just put it that way. Men are
all like when they are young. They are mainly out for a
good time and it is pretty hard then to sell life insurance,
as you know. But once they make the turn of the middle
thirties and often shortly after they are married, the
interest in pensions mounts very rapidly and from that
period they are much more concerned in seeing the pension
than seeing another dollar or two in the pay envelope.
V. S. Foster, m.e.i.c.4
Regarding the block tests which Dr. Viteles has men-
tioned I noticed that if you look at the blocks long enough'
you see a different number of blocks. I am wondering which
answer you base your results upon ?
THE ENGINEERING JOURNAL March, 1943
133
Pkofessor M. S. Viteles
That is an interesting question ; but the change in number
occurs only with prolonged exposure of the blocks. That
test is taken in three minutes by those to whom it is given
and there is not time for the change in point of orientation
that you experienced.
That is a very interesting thing. I must have shown
these pictures on the screen some fifty times, and you are
the first man who has ever noticed that. The first answer
is light. That is the one that comes with the short exposure.
Professor E. A. Allcut, m.e.i.c.5
Remarked that he did not have the opportunity of seeing
the test results and the diagrams of which Dr. Viteles had
spoken but he had prepared the following contribution to
the discussion.
Professor Viteles draws a parallel between the specifica-
tion and supply of materials, and the specification of jobs
and the supply of suitable workers to do them. If this pro-
cedure could be carried out accurately and surely, the
process would indeed be scientific, but the field of industrial
relations is so full of imponderables and unknown factors,
that personnel management appears to be more of an art
than a science. The smaller the knowledge of the inside of a
material, the larger is the "factor of safety," or "factor of
ignorance," that must be applied to its use. If this be so
with materials which can be weighed, measured, analysed
and tested, that stay where they are put and can be trans-
ported or manipulated at will, still more must it be the case
with people, whose reactions are frequently dictated rather
by prejudice than by reason, whose ideas and ideals change
and who are sometimes mere pawns moved by able and
unscrupulous hands. The problems of the psychologist are,
therefore, complicated and, while some of us feel that
progress is being made toward their solution, we also feel
that, in many instances, the consistency and significance of
the test results are over-estimated. Too much emphasis is
placed on averages and the fact is frequently ignored that
there are more exceptions to some of the "laws" than there
are examples of them. In the long run, it is the individual
who has to be dealt with if misfits, excessive labour turn-
over and other personnel troubles are to be avoided.
The paramount importance of the personality of the
supervisor has been rightly stressed. The forceful, tyran-
nical type is only a little less obnoxious than the mean,
nagging busybody — both are foci of discontent and, on the
whole, probably cause more trouble than do questions of
wages. Also, in the writer's experience, the form of the wage
formula is less important than is the method of applying
it. Question 6 (Appendix I) has a distinct bearing on this
matter, as workers are usually suspicious of what they do
not understand and it is important, therefore, that wage
incentive systems should be simple and should give prompt
returns. Mutual confidence is imperative if satisfactory
personnel relationships are to be obtained and maintained.
Another significant remark is that "there was close agree-
ment between union members and non-union members that
bankers and inventions are the causes of depression." The
writer knows nothing about banking, but the old bogey that
research and invention produce unemployment takes a lot
of laying. Eighteen new industries introduced within the
last fifty years or so are responsible for one fourth of all
employment in the U.S.A., and most of the products of
the electrical and chemical industries were unknown
twenty years ago. If statistics prove anything, they do show
that invention has produced far more employment than
it has displaced.
5Professor of Mechanical Engineering, University of Toronto,
Toronto, Ont.
6Vice-President and Executive Engineer, The Shavvinigan Water &
Power Company, Montreal.
Dr. J. B. Challies, m.e.i.c.6
I remember a very eminent, greatly beloved Anglican
Minister in Montreal. People said that all through his life
he comforted the afflicted and afflicted the comfortable.
Dr. Stewart and Dr. Viteles have afflicted the comfortable
in this case, because the company that I have the honour
to be associated with, a utility organization in the province
of Quebec, has always been proud of the personnel relations
of the four or five thousand people on the staff. It now
appears that we have been babes in arms; we have learned
to-day from these gentlemen something which will enable
us to attempt, with the advice of such experts, to do some-
thing far better than has been done so far.
I feel that this year under President Young has been one
of the most constructively successful in the history of the
Institute, and one of the most satisfactory accomplishments
has been the setting up of this Committee on Industrial
Relations under the able chairmanship of Mr. Maclachlan.
A. U. Sanderson, m.e.i.c.
While I appreciate that Dr. Viteles in adopting the test
for employment of personnel was trying to choose the best
men for a certain type of labour, what would happen to
the under-average man if all employers used this scientific
method of choosing personnel ?
Professor M. S. Viteles
The answer to that is very simple. The under-average
man gets the job in which he ought to be, instead of getting
the job he can't handle, and there is a place for the under-
average man. The difficulty is that usually he is not recog-
nized as under-average. The problem is one of application
and distribution of labour, making the best use of what
you have.
What can happen, not only with the under-average man,
but also the very-much above-average, is perhaps illus-
trated in a study made for a department store some years
ago. The store was selecting wrapper girls, who spend all
day wrapping packages to be handed out to customers. We
used a test and discovered that girls who made scores of
below thirty on the test did not meet the wrapping standards
on that job. On the other hand, girls who made sixty-five
on the test did not stay long enough on the job for the
company to be repaid for the time and money that was
used in training them as wrappers. Evidently for that par-
ticular job it was just as undesirable to have a really
superior person, as to have an under-average person. What
was needed was an average person.
The problem is to take jobs in the plant, classify, pick
the under-average man for the under-average job and the
above-average man for the above-average job. And it must
be remembered that the under-average man for one job
may still be bright, he may be intelligent, but he may
have poor mechanical dexterity. The fact that he is above
average in intelligence, in mental ability, should not be a
reason for placing him on any job where a high degree of
skill is required. The problem is one of picking the man
for the job in terms of exact specifications.
With reference to Professor Allcut's remarks, I should
like to recall a statement made by a vice-president in
charge of engineering of the Philadelphia Electric Company.
He was telling about the installation of lightning protectors
on their high tension lines, running a distance of ninety
miles into Philadelphia. The question was: Should $300,000
be spent in putting in lightning arrestors on these lines?
When they started on the problem they found they did
not know, to begin with, just how much voltage was
generated in a particular stroke of lightning. They found
they knew too little about the resistance of certain of the
insulators, because they did not feel free to expose the
insulators to sufficiently high voltage to test them as they
should be tested and as he said there were other variables
of which they were ignorant. Notwithstanding all this, they
134
March, 1943 THE ENGINEERING JOURNAL
spent the $300,000 for the lightning protectors, because it
seemed like a good bet.
Now if the engineer is willing to do that, with all his
fine technique, and when there are so few difficulties in the
handling of material goods, as compared with those involved
in the handling of human variables, the phychologist can
perhaps be excused if he occasionally makes some guesses
about the human element. Actually, the good psychologist
does not guess as frequently as is supposed. If the test is
adequately developed, the psychologist knows what the
standards are, or has estimates for the accuracy of each
score, and he can tell you when a man makes a score of 70,
it really means that this score lies somewhere between 65
and 75. It is not a score of 70, because there is a standard
error of estimate of five points on that score, and for that
reason, he knows that the probability of that man making
good cannot be expressed as a hundred per cent or as eighty
per cent. We would say that the chances are between 70
and 90 per cent that that man will make good.
Here is another man with a score of 35. His score lies
somewhere between 30 and 40, but the chances in his case
for making good are somewhere between 20 and 30 per cent.
Now, those figures are available in standardized tests.
This was not put in the paper but the concept of possibility
to which I refer takes care of all the comments which
Professor Allcut made. The situation remains one of dealing
with probabilities. Actually we are interested in groups, say
of a hundred people, available for a job.
We need twenty welders. Picking by chance, we will get
ten above-average welders and ten below-average welders.
Picking by means of scientific tests we will get 15 men or
17 men who are good or above-average. Let us get the 17,
and not worry about the other three until we get the war
done with.
Gordon McL. Pitts, m.e.i.c7
This scientific selection of personnel is very instructive.
But how does organized labour respond to the acceptance
of this principle, and how far do you think that the wages
should be affected by the result of these tests ?
Professor M. S. Viteles
Labour, I think, still remains suspicious of tests, just as
labour was suspicious of medical examination when it was
first introduced. That suspiciousness has largely disappeared,
but not completely.
Well, there is the same attitude of suspicion towards
psychological tests. I think that suspicion is unwarranted.
I think labour will come to recognize, as some unions have
already done, that the one way to settle the issue on
selection with management is for labour to participate in
the creation of the tests and to help set the standards.
That would support some of their actions with respect to
keeping certain men out of the union, whom they now keep
out on a cash basis of fees — it would help to decide which
men were most acceptable to the union and would strength-
en the union because there would be less strife between
management and labour with respect to the retention of
certain men.
Such a movement had developed in Germany before the
war, where labour unions participated in tests. In Russia,
the labour unions were presumably running the tests. Prac-
tically all the Institutes where tests developed were sup-
ported by the labour unions, although the tests were by
the government. In that country it is very difficult to find
the dividing line between the labour union and the govern-
ment. I hope a progressive movement will bring labour
into the fold to the advantage of all parties.
With respect to wages, so far as improved production is
concerned, I believe that part of that return should go back
to the worker. I think that is the attitude of progressive
7Member of the firm Maxwell & Pitts, Architects, Montreal.
"Professor of Educational Research, University of Toronto.
9Manager of Engineering Division, Cooksville Company Limited,
Toronto, Ont.
management. It is a matter of education. Labour needs
education just as well as management.
Chairman Maclachlan
In the matter of the medical examination, many of us
have been emphatic in connection with colour blindness,
where there is choosing of colours and distinguishing be-
tween a red and a green light, and so on. Yet we were told
in this room yesterday that the R.A.F. was using colour
blind people to see through camouflage.
In England I personally observed during the last war the
use of blind people in winding transformer coils and -winding
machine coils. They made fewer mistakes than people with
sight. Yet many would reject the blind. If you find a place
for these various people then you gain the advantage.
By these tests for placement, for selection and use in
certain specific things you will get an advantage to manage-
ment and to the man.
Professor J. A. Long8
As a psychologist in a gathering mainly of engineers. 1
would like to put in a brief word for the psychologist.
I have the honour to be a member of the Faculty of the
University of Toronto and we have a School of Engineering-
there, where certain examinations are conducted every year,
presumably with the desire of selecting people who will
become good engineers, and flunking those who will not. I
think they are not a hundred per cent successful, because
some who fail, if allowed to continue, would have made
acceptable engineers, and some of those who pass do not
turn out according to expectations.
I believe that what can be done in two or three hours,
by a set-up such as Dr. Viteles describes is almost as success-
ful in picking out, in separating the sheep from the goats,
as what the Engineering Faculty does in testing over three
or four years.
W. C. Smith, m.e.i.c9
I find myself rather confused in regard to personnel
selection because first, I was raised in a trade union
mechanic's home, graduated into engineering and then
became involved as an employer.
This transition has given me an appreciation for both sides.
In the lifetime of men who are working there are three
distinct periods — the younger period of working, the middle
period and the older period, when they are settled.
In ray opinion, a great mistake is made in plants where
they do not permit the employing of men over 42 years of
age. That unsettles men from the age of 38 to 42 to an
unbelievable degree. If they are laid off they lose their
seniority, they were out on their neck and nobody will
hire them. That is one thing that should be corrected from
the standpoint of the employers.
Under the selection system, a man on entry is allocated
to a certain branch in the plant. If the foreman and the
sub-foremen are not conversant with the selective method,
then there is not the progress there should be. The selection
system should continue so that the man is not stuck in a
groove, but allowed to advance in accordance with his merits.
As regards trade unions — they are undoubtedly against
scientific selection in a general way. Education will not
correct this, in so far as the men are concerned, because
their education comes through delegates, to use a polite
term — or agitators, to speak less delicately — and there are
both classes in labour.
Most men realize their limitations in any operation. Most
men are honest in the back of their minds. If they are
getting a fair deal they are satisfied and if personnel man-
agement, through their foreman and sub-foremen in the
large shops are interested in seeing that they get a fair deal,
and demonstrate that interest by their improvement from
time to time, happier relationships will exist in our plants.
But we cannot expect full happiness in our plants until the
unions are so organized that they represent the interests of
the men and not the interests of the delegates.
THE ENGINEERING JOURNAL March, 1943
135
THE FIFTY-SEVENTH ANNUAL GENERAL MEETING
Convened at Headquarters, Montreal, on January 15th, 1943, and adjourned to the Royal York Hotel,
Toronto, on February 11th, 1943
The Fifty-Seventh Annual General Meeting of the Engi-
neering Institute of Canada was convened at Headquarters
on Friday, January fifteenth, nineteen hundred and forty-
three, at eight o'clock p.m., with President C. R. Young
in the chair.
The general secretary having read the notice convening
the meeting, the minutes of the Fifty-Sixth Annual General
Meeting were submittted, and, on the motion of deGaspé
Beaubien, seconded by John G. Hall, were taken as read
and confirmed.
Appointment of Scrutineers
On the motion of George H. Midgley, seconded by H. R.
Little, Messrs. G. D. Hulme, H. Massue, and A. G. Moore,
were appointed scrutineers to canvass the officers' ballot
and report the result.
There being no other formal business, it was resolved, on
the motion of J. R. Auld, seconded by P. E. Poitras, that
the meeting do adjourn to reconvene at the Royal York
Hotel, Toronto, at nine-thirty a.m. on the eleventh day of
February, nineteen hundred and forty-three.
Adjourned General Meeting at the Royal York
Hotel, Toronto, Ont.
The adjourned meeting convened at ten o'clock a.m. on
Thursday, February 11th, 1943, with President C. R. Young
in the chair.
The general secretary announced the membership of the
Nominating Committee of the Institute for the year 1943
as follows:
Nominating Committee — 1943
Chairman: G. A. VANDERVOORT
Branch Representative
Border Cities C. G. R. Armst ions
Calgary F. K. Beach
Cape Breton J. R. Morrison
Edmonton J. Garrett
Halifax LP. Macnab
Hamilton A. Love
Kingston H. W. Harkness
Lakehead E. L. Goodall
Lethbridge N. H. Bradley
London F. T. Julian
Moncton H. W. McKiel
Montreal E. R. Smallhorn
Niagara Peninsula A. L. McPhail
Ottawa W. H. Munro
Peterborough W. T. Fanjoy
Quebec A. O. Dufresne
Saguenay S. J. Fisher
Saint John V. S. Chesnut
Saskatchewan II . R. MacKenzie
Sault Ste. Marie L. R. Brown
St. Maurice Valley M. Eaton
Toronto Wm. Storrie
Vancouver W. (). Scott
Victoria S. H. Frame
Winnipeg H. L. Briggs
Awards of Medals and Phizes
The General Secretary announced the awards of the
various medals and prizes of the Institute as follows, stating
that the formal presentation of these distinctions would be
made at the annual dinner of the Institute that evening:
Gzowski Medal — To Dr. S. 1). Lash, m.e.i.c, Kingston,
for his paper "Analysis and Design of Rectangular Rein-
forced Concrete Slabs supported on Four Sides."
Duggan Medal and Prize — To J. H. Maude, m.e.i.c,
Montreal, for his paper "The New Oil-Hydraulic Press in
Munitions Manufacture."
Plummer Medal — To Professor E. A. Allcut, m.e.i.c, for
his paper "Producer Gas for Motor Transport."
Leonard Medal — To Paul Billingsley, Burton, Washing-
ton, and C. B. Hume, Hedley, B.C., for their joint paper
"Ore Deposits of Nickel Plate Mountain."
Julian C. Smith Medals — "For Achievement in the Devel-
opment of Canada" — To Henry Girdlestone Acres, m.e.i.c,
Niagara Falls, and Robert Melville Smith, m.e.i.c, Toronto.
Students' and Juniors' Prizes
John Galbraith Prize — (Province of Ontario) — To Robert
J. G. Schofield, jr. e. i.e., Hamilton, Ont., for his paper
"Cotton Yarn Dyeing."
Phelps Johnson Prize — (Province of Quebec) — (English)
—To Paul O. Freeman, s.e.i.c, Montreal, for his paper
"Cold Rivetting — Its Principles, Procedure and Advant-
ages."
Ernest Marceau Prize — (Province of Quebec) — (French)
—To René Dansereau, s.e.i.c, Montreal, for his paper
"Etude comparative de la construction par rivure et par
soudure d'un pont route en acier."
Report of Council
On the motion of B. G. Ballard, seconded by R. E.
Heartz, it was resolved that the report of Council for the
year 1942, as published in the February Journal, be accepted
and approved.
Report of Finance Committee, Financial Statement
and the Treasurer's Report
On the motion of J. E. Armstrong, seconded by G. G.
Murdoch, it was resolved that the report of the Finance
Committee, the financial statement and the Treasurer's
report, as published in the February Journal, be accepted
and approved.
Reports of Committers
On the motion of R. B. Chandler, seconded by G. M.
Brown, it was resolved that the reports of the following
committees be taken as read and accepted: Hoard of Exam-
iners and Education, Post-War Problems, Western Water
Problems, Civil Defence, Membership, Professional Inter-
ests, Industrial Relations, Legislation, The Young Engineer,
Library and House, International Relations, Deterioration
of Concrete Structures, Publication, Papers, and Employ-
ment Service.
Branch Reports
On the motion of J. W. Falkner, seconded by R. C.
McMordie, it was resolved that the reports of the various
branches be taken as read and approved.
Aid to Enginekrs' Families
Having regard to By-law 32 which states "The Council
shall not incur any expenditure for extraordinary purposes
unless previously authorized to do so at an annual general
meeting," and to the fact that because of the war there are
in Canada to-day several members of families of engineers
ordinarily resident in the British Isles, and that in the
future additional persons may come to this country under
similar circumstances, on the motion of H. E. Brandon,
seconded by J. M. Gibson, it was unanimously resolved that
136
March. 19 Hi THE ENGINEERING JOURNAL
Council be authorized at this annual general meeting to
incur such expenditures as Council may consider to be
appropriate to aid in the support of these families, providing
such persons are referred to the Institute by sister societies
in the British Isles.
Recognition of Twenty-five Years Service
In appreciation of twenty-five years of loyal and intelli-
gent service to the Institute, the president called Miss
Ellen L. Boyden, the Institute accountant, to the platform,
and on behalf of himself and Council and all the members,
thanked her for all she had done. He then called on Secre-
tary-Emeritus R. J. Durley, and Mr. Durley, speaking on
behalf of the three general secretaries with whom Miss
Boyden had worked, expressed his pleasure at participating
in this ceremony of recognition. On behalf of the Institute
he presented her with a bouquet of flowers.
Election of Officers
The general secretary read the report of the scrutineers
appointed to canvass the officers' ballot for the year 1943
as follows:
President K. M. Cameron, Ottawa
Vice-President:
Zone A (Western Provinces). .W. P. Brereton, Winnipeg
Zone B (Province of Ontario).. L. F. Grant, Kingston
Zone C (Province of Quebec) . .C. K. McLeod, Montreal
Councillors:
Vancouver Branch C. E. Webb
Edmonton Branch E. Nelson
Saskatchewan Branch A. M. Macgillivray
Lakehead Branch H. G. O'Leary
Border Cities Branch G. E. Medlar
London Branch J. A. Vance
Toronto Branch H. E. Brandon
Kingston Branch A. Jackson
Ottawa Branch N.B. MacRostie
Montreal Branch E. V. Gage
J. A. Lalonde
Saint Maurice Valley Br H. J. Ward
Saguenay Branch J. W. Ward
Saint John Branch J. P. Mooney
Halifax Branch C. Serymgeour
On the motion of E. D. Gray-Donald, seconded by Viggo
Jepsen, 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.
It was announced that the newly elected officers would
be inducted at the annual dinner of the Institute that
evening.
Before delivering his retiring address President Young
expressed his feeling of indebtedness to his friends in the
Institute for selecting him as president for the year 1942.
It had been a source of great pleasure and satisfaction to
him to serve in this position, following, as he had, many
men of great eminence in the profession of engineering in
this country. His address, "The Days Ahead," will be found
on page 115 of this issue of the Journal.
On the motion of E. P. Muntz, seconded by A. Mac-
Quarrie, it was unanimously resolved that a hearty vote of
thanks be extended to the Toronto Branch for their hospi-
tality and activity in connection with the Fifty-Seventh
Annual General Meeting.
On the motion of G. E. Booker, seconded by Huet
Massue, it was unanimously resolved that a hearty vote of
thanks be accorded to the retiring president and members
of Council in appreciation of the work they have done for
the Institute during the past year.
There being no further business, the meeting adjourned
at ten-forty-five a.m.
THE ENGINEERING JOURNAL March, 1943
THE GENERAL PROFESSIONAL MEETING
OF 1943
When planning began for the Annual Meeting of 1943,
it was a question whether its activities should be limited to
the transaction of such business as is necessary for the
proper management of Institute affairs, or whether, under
war conditions, it would be proper to hold professional
sessions, together with a modest programme of social events.
After receiving the approval of the Ottawa authorities, the
latter course was adopted; this decision was amply justified
by the success of the meeting which has just concluded.
Not only were the papers and addresses helpful as contribu-
tions to the war effort, but the many members who attended
from all over the Dominion had opportunities of meeting
informal^ and exchanging ideas on their wartime activities
in a way which would otherwise have been impossible.
Further, each technical session was devoted to the discussion
of some topic of special importance at this stage of the war.
The Toronto Branch deserved and received the thanks
of the Institute for the very effective way in which this
policy was carried out. Its committees, besides undertaking
the detail organization of the meeting, had much to do
with the smooth functioning of the professional sessions. As
already mentioned, these were all of a somewhat unusual
type. They were extremely well attended by members and
visitors, who appreciated the effective way in which the
subjects were presented and the value of the preparatory
work which resulted in such instructive discussions.
A striking feature of the meeting was an exhibition of
war material and photographs in the foyer of the Conven-
tion Floor of the hotel. This was made possible by the kind
cooperation of several of the Canadian companies engaged
in the production of basic war equipment, and had the
approval both of the Department of Munitions and Supply,
and the Wartime Information Board. Among the interesting
exhibits may be mentioned components and assemblies of
the latest patterns of such weapons as the Browning machine
gun, the Bren gun, the Sten carbine and the Lee-Enfield
rifle. The products of the newly established Canadian optical
glass industry were well displayed, together with the range
finders, gun-directors, binoculars and other instruments in
which they are being used so successfully. These exhibits,
with many others, served well to indicate the diversity of
Canadian wartime arms manufacture.
Facilities were also given for visiting the remarkable ex-
hibition of machine parts, components, castings, forgings
and so on, organized at 51 Bathurst Street by the Depart-
ment of Munitions and Supply, to show what has already
been accomplished in saving critical materials by changes
in design or technique which made possible the use of sub-
stitutes for materials previously employed.
In order to avoid any interference with war production,
no plant visits were arranged for this annual meeting — a
departure from the usual practice which met with general
approval.
The first professional session on the morning of Thursday,
after the general business meeting, was necessarily a short
one. The topic was "The Engineering Features of Civil
Defence". Interest in this matter has been stimulated by
the lectures delivered last year by Professor Webster and
by the activities of an Institute committee which includes
members from practically every branch of the Institute, who
take part in the work of its various local sub-committees.
The committee's chairman, John E. Armstrong, presided
and gave a general statement, after which the chairmen of
sub-committees, Messrs. H. F. Bennett, R. F. Legget, I. P.
MacNab, and G. McL. Pitts spoke briefly on their respec-
tive divisions of the subject which are Structural Defence
Against Bombing, Organization for Repair of Damage,
Specifications for Air-Raid Shelters, and Protection of
Buildings. Although the time available was limited there
was a lively discussion and all present agreed that real
progress was being made. The material presented will be
published in The Engineering Journal as space permits.
{Continued on page l/fi)
137
CLOSE-UPS OF THE BANQUET PROCEEDINGS
Above: K. M. Cameron takes
over from C. R. Young.
Right: H. G. Acres receives
from his class-mate, the
Julian C. Smith Medal.
Above: Dr. Edward C.
Elliott, president of
Purdue University, the
guest speaker.
Belotv: 11. V. Coes, presi-
dent of the A.S.M.E.,
greets the Institute.
President Young intro-
duces Ezra B. Whitman,
president of the A.S.C.E.
Prof. E. A. Allcut receives the Plummer
Medal.
Right: J. L. Bennett,
president of the
American Institute
of Chemical Engin-
eers, presents gree-
tings from his
society.
Belotv: Past Vice-Presi-
dent E. P. Muntz.
The president presents tin
Medal to Dr. S. D. Lash.
Gzowski
138
March, 1943 THE ENGINEERING JOURNAL
SPEAKERS AT MEETINGS
Brig.-Gen. C. L. Sturde-
vant speaks on The Alaska
Highway at the Thursday
luncheon.
Vice-President Lieut. -Col.
L. F. Grant introduces the
speaker, Desmond A.
Clarke, on his right. On
his left, K. M. Cameron
and R. A. Elliott, presi-
dent, Association of Pro-
fessional Engineers of
Ontario.
Retiring president's dinner. Left to right : Past-Presidents
T. H. Hogg and C. J. Mackenzie, Brig.-Gen. C. L. Sturdevant,
President C. R. Young, Past-Presidents J. M. R. Fairbairn
and O. O. Lefebvre.
Prof. M. S. Viteles of Philadel-
phia speaks on "A Scientific
Approach to the Problems of
Employee Relations."
Colonel A. L. Bishop thanks Desmond A. Clarke.
THE ENGINEERING JOURNAL March, 1943
Dr. Bryce M. Stewart contrib-
utes to Industrial Relations,
his paper on "The Role of the
Industrial Relations Executive
in Company Management."
139
APART FROM PROFESSIONAL MEETINGS
Above, from left to right:
President K. M. Cameron,
H . W . Lea , Nicol
MacNicol, Col. W. S.
Wilson, Mrs. Wilson,
Lieut. -Col. L. F. Grant
and J. J. Spence.
Above, left to right: J. P.
MeRae, J. G. Hall and J.
T. Farmer.
Lee-Enfield rifle parts are examined by W. E. Bonn, E. G. Hewson,
T. S. Glover and J. R. Dunbar.
Optical glass under the scrutiny of, from left to right:
Hannaford, E. G. Ratz, L. B. Chubbuek and W. B. Buchanan,
A. R.
A Department of Public Works group. Left to
right: O. S. Cox, H. F. Bennett and F. G.
Good s peed.
THE GENERAL PROFESSIONAL MEETING OF 1943
{Continued from page 137)
After luncheon, at which Brigadier-General C. L. Stur-
devant, U.S. Corps of Engineers, gave an illustrated address
on the work of that Corps in constructing the Alaska High-
way, the professional meeting took up problems of Indus-
trial Relations. Two papers were presented and discussed,
under the chairmanship of Wills Maclachlan, as follows:
"A Scientific Approach to the Problems of Employee Rela-
tions" by Professor M. S. Viteles of the University of
Pennsylvania, and "The Role of the Industrial Relations
Executive in Company Management" by Dr. Bryce M.
Stewart of the Industrial Relations Counselors, Inc., of
New York. Professor Viteles is Director of Personnel
Research and Training for the Philadelphia Electric Co.,
while Dr. Stewart has, for the past two years, been Deputy
140
Minister of Labour for Canada. The subjects were thus
treated authoritatively by persons of wide experience, and
the papers were followed by considerable discussion. They
appear in this issue of the Jour/ml.
On the morning of Friday, an interested audience gath-
ered to hear about two technical problems of war production
—"The Statistical Control of Quality in Production" and
"The Conservation of Critical Materials". The chairman
at this session was Professor E. A. Allcut, who pointed out
that these very broad topics, together with others dealt
with at the professional sessions, had been selected for dis-
cussion in consultation with officers of the Department of
Munitions and Supply.
The development of statistical control in recent years
has been rapid, but many of its features are still in the
debatable stage. Two papers were recently reprinted in
March, 1913 THE ENGINEERING JOURNAL
The Engineering Journal*, as an introduction to this subject.
The first speaker at the meeting was H. H. Vroom, of the
Northern Electric Company, who is well qualified to dis-
cuss it, in view of the wide application of statistical control
in the manufacture of telephone equipment. Following Mr.
Vroom, H. H. Fairfield, Metallurgist, Department of Mines
and Resources, Ottawa, spoke on the rational interpretation
of test data in ordnance work.
The question of conservation of critical materials was
considered by C. B. Stenning, Department of Munitions
and Supply, who illustrated his remarks by reference to the
Bathurst St. exhibition of components and machine parts,
already mentioned, showing how substituted materials can
be made to give satisfactory and, in some cases, even im-
proved service.
These addresses and the resulting discussions will be duly
recorded in the Journal.
At the luncheon on Friday, at which Lieut. -Col. L. F.
Grant took the chair, the achievements of Canadian ship-
yards— and some of the difficulties they have overcome —
were ably described by Mr. Desmond A. Clarke, the Director
General of Shipbuilding, Department of Munitions and
Supply. His address was appreciated by an attentive
audience of 511 persons.
The closing professional session on Friday afternoon dealt
entirely with various aspects of Post-War Planning and
Reconstruction. Warren C. Miller, who presided, is chair-
man of the Institute Committee on that subject and was
supported by members of his committee.
The discussion was opened by Hugh G. Cochrane who
presented a paper entitled "Post-War Pattern". He was
followed by J. C. W. Irwin, speaking on "Forestry Problems
in Reconstruction" and Professor A. F. Coventry of the
University of Toronto, who treated of "Soil and Water
Conservation". There was a general discussion, after which,
by special arrangement with and by the kind permission
of Dr. H. H. Bennett, Chief of the Soil Conservation Service
of the U.S. Department of Agriculture, a new documentary
film was shown, entitled "A Heritage We Guard".
The chief non-technical event of the meeting was of
course the Annual Banquet of the Institute on Thursday
evening at which the induction of President K. M. Cameron
took place and Dean Young relinquished the presidential
office which he has filled so ably during the past twelve
months. The Prizes and Medals of the Institute were pre-
sented. The speaker of the evening was Dr. Edward C.
Elliott, President of Purdue University and Chief of the
Professional and Technical Employment and Training Divi-
sion, U.S. War Manpower Commission at Washington. His
subject was "The Search for Might." In his address, after
commenting on the narrow specialization which has now
"The Engineering Journal, January 1943, pp. 11-17.
developed in the engineering profession, he observed that
in the world to-day hope has largely been replaced by hate.
As a result we are searching for might to destroy those who
would destroy us. Our combat lines are held by machines.
To produce, control and operate these we are searching for
man-power, and must depend on statesmanship, leadership
and disciplined strength of our people for a successful out-
come. We are finding that the resources of nature and of
man are limited. The answer is the broad and effective
application of selective service.
The flashes of humour which Dr. Elliott emitted at brief
intervals were in contrast with the serious nature of the
message he delivered. Incidentally he referred in compli-
mentary terms to the assistance given by the Institute's
general secretary — while stationed in Ottawa — to the U.S.
officials who are working on man-power problems in that
country and have been in consultation with officers of the
Canadian Government. The attendance at the dinner was
close to 500.
After the dinner, the retiring president and Mrs. Young,
the incoming president and Mrs. Cameron, together with
the chairman of the Toronto Branch and Mrs. Wilson,
held a reception previous to the dance which closed the
evening's proceedings.
Other social events included parties on Friday afternoon
and evening for the ladies, and a smoker with a variety
show, to which members of the Association of Professional
Engineers of Ontario were specially invited.
The Annual Meeting of that body was held on Saturday
the 13th, and was preceded by a joint luncheon to which
all members of The Engineering Institute were invited. This
courtesy was greatly appreciated and is a welcome evidence
of the spirit of co-operation between engineering societies
which is so necessary for the progress of the profession.
The vote of thanks of the Institute to the Toronto Branch
which was passed unanimously at the general meeting of
the Institute was a sincere recognition of the effective man-
ner in which the officers and members of that Branch had
carried out the arrangements for a most successful gather-
ing. Much credit for this result, achieved in spite of diffi-
culties arising from war conditions, goes to the branch
chairman, Lieut. -Col. W. S. Wilson, the committee's secre-
tary, J. J. Spence, and to the twenty (or more) members
who constituted the nine sub-committees which undertook
the supervision of finance, paper and meetings, entertain-
ments, hotel arrangements, registration, the reception and
smoker, the exhibition, publicity and, last but not least,
the welcome to the ladies. Particular credit belongs to Pro-
fessor R. F. Legget for the systematic manner in which
he attended to the work of the Papers Committee. The
attendance throughout the meeting was far larger than had
been anticipated, a fact which speaks well for the interest
and loyalty of our Institute members. R.J.D
THE ENGINEERING JOURNAL March, 1943
141
Abstracts of Current Literature
CANADA'S INDUSTRIAL PROGRAMME
From Trade and Engineering (London), December, 1942
The "all-out" programme of the Dominion authorities
to complete the organization of Canadian industry and
commerce for the most effective war service has been out-
lined in unambiguous terms, but many details still have to
be formulated and put into operation, Mr. Donald Gordon,
the Chairman of the Wartime Prices and Trade Board,
told the recent convention of the Canadian Chamber of
Commerce that each industry would be expected to submit
its own proposals after the board had determined the
required extent of curtailment of its civilian production.
One reason for the application of this planned direction
to the newsprint industry has been the need to provide
additional electric power for the manufacture of aluminium,
pending completion of certain large projects now in course
of construction. The very large requirements of timber for
uses related directly to the war may necessitate diversion
of loggers from the cutting of pulp wood and thus curtail
the supply of raw material for the paper mills and cause a
further reduction of the output of newsprint.
IMPORTANCE OF SMALL ECONOMIES
An illustration of the importance of relatively small
economies in civilian consumption is afforded by the state-
ment by one of the Canadian Administrators that the saving
in raw material effected by the regulations restricting the
manufacture of hairpins and "bobby pins" was sufficient
to produce 55,000,000 "of a certain-sized vital airplane
bolt."
Successful substitution of Canadian wood pulps for cotton
linters as the source of cellulose for use in the manufacture
of nitrocellulose explosives is saving several million dollars
annually. Experiments were undertaken during 1914-1918,
but they were unsuccessful because no means was found to
nitrate the wood pulp cellulose evenly. This difficulty has
since been overcome, however, and one war-time explosives
plant has been operating on wood pulp for more than a
year, and two others have been utilizing it exclusively as a
source of cellulose for some months.
In order to meet the needs of nickel-mining the Govern-
ment called on the gold-mining companies in the Porcupine
and Kirkland Lake areas in Ontario to provide 700 miners
initially, and the Minister of Labour has stated that
"upwards of 10,000" gold miners will be transferred to base
metal mines and other war industries, in a "planned
gradual movement" designed to dovetail with the decision
of the United States War Production Board to halt all
gold-mining in the United States. Several of the principal
base-metal mining companies have decided to employ
women on surface work, wherever feasible. It is expected
that the curtailment of gold production will release certain
equipment and facilitate the more thorough mechanization
of the base-metal producers.
Investigation of chrome discoveries in the Bird River
area in the Province of Manitoba has proved that the
deposits are extensive and seems to justify hopes that they
will provide the basis for a large chrome products Industry
in the Dominion. After a visit to the field by a member of
its staff, the Northern Miner stated in a leading article
that surface sampling and diamond (hilling had indicated
enough ore on the two main groups of claims to support
plants each at least 1 ,000 tons capacity daily. The chromite
occurs in strong bands of great length and good widths, with
the chromite oxide content indicated as averaging at least
22 per cent. Utilization of the ore will entail a complex
metallurgical problem, because of the high iron-to-chrome
Abstracts of articles appearing in
the current technical periodicals
ratio, but Canadian research scientists are making an effort
to devise a satisfactory solution.
MORE PIGS AND SHEEP
The 10 per cent advance in hog prices resulting from the
new agreement between the United Kingdom and Canada
will benefit nearly all Dominion farmers. The expansion of
hog production to supply war-time needs has been remark-
able, and further impressive gains may be expected, aided
by the abundance of feed grain in the prairie provinces.
In spite of greatly increased marketings the hog population
of the Dominion' at well over 7,000,000 is about 1,000,000
greater than a j-ear ago and more than double the number
on Canadian farms in 1938. Enlargement of sheep-raising
has paralleled closely that of hog production. Canada's
sheep population has increased from a little more than
2,800,000 on December 1, 1941, to approximately 4,000,000.
which will be available for shearing next year, and it is
expected that the total will reach 5,500,000' in 1944. As a
result of this expansion the Dominion's 1943 wool production
is estimated at 28,000,000 lb., against between 19,000,000
lb. and 20,000,000 lb. this year. Canada's wool consumption
amounts to about 150,000,000 lb. annually, but such total
includes a large amount of fine wools of types not produced
in this country.
Although the adoption of a general system of price ceil-
ings in the United States should help to support the Cana-
dian system, the situation here is still difficult, and there
seems to be a need for even closer co-operation of the United
States, the United Kingdom, and Canada, not only as
regards allotment of supplies, but in respect also of the
prices at which commodities are supplied. Prices of woollen
fabrics of United Kingdom manufacture provide a case in
point. While manufactured woollens sold in Canada are
subject to the Canadian price ceilings, British prices on
woollen cloths as established by the British Board of Trade
were increased recently by 20 per cent with the result that
Canadian agents of the British manufacturers were unable
to accept orders. Such difficulties undoubtedly will be
adjusted, but they could be avoided or at least eased by
continuous consultation and close co-operation of the con-
trol organizations in the three countries. Canada's Price
Stabilization Corporation is continuing its efforts to restrict
and curtail cost-adjustment subsidies in respect of both
imported supplies and goods of Canadian manufacture, but
such subsidies, which represent a part of the cost of the
price-ceilings policy, have mounted to an impressive total.
Progress has been made in developing, in Canada, drug
ingredients which formerly were imported from Europe oi
other sources no longer available because of the war. A
Toronto pharmaceutical house obtained belladona seed
from botanical departments at Guelph, Ottawa, and Wash-
ington, and with the co-operation of a florist has grown
sufficient belladona to provide a valuable reserve stock,
replacing supplies which came principally from Bulgaria.
The same firm has grown hyoscycamous, a drug used as a
sedative, and last year it produced digitalis, but the roots
were winter-killed. Peppermint leaves, from which menthol
is extracted, are being cultivated from seed at several places
in Ontario, and juniper berries also arc being grown on a
small scale. The experience and discoveries of the National
Research Council of Canada in working with the Navy,
some years ago, in testing milkweed floss have led to the
adoption of this product as a substitute for kapok in life-
preservers. United States scientists and industrialists have
co-operated and a factory in Northern Michigan recently
began commercial production of the milkweed (loss.
142
March. 1913 THE ENGIN KKKING JOURNAL
6,000 MILES ACROSS AFRICA
From Trade and Engineering (London), December, 1942
Details were disclosed recently of an air route from West
Africa to Egypt, over 6,000 miles of equatorial jungle bush,
and desert, along which, during the past two years, thou-
sands of British and American aircraft have been delivered
to the Middle East Command. It arose out of the difficulties
created when France fell, cutting off the normal supply
route to the Middle East and creating the necessity for
setting up a new one without delay. It was therefore decided
to assemble the aircraft on the west coast and fly them
across the vast continent of Africa to Egypt.
A small town was chosen originally as the most suitable
starting point because of its harbour. There was an aero-
drome already in existence but with extremely limited
facilities. To-day that aerodrome is one of the biggest and
best equipped in Africa, and there are others. The best and
quickest route to Egypt from West Africa was found, and
thousands of natives cleared big spaces in the jungle and
bush to make emergency landing grounds for aircraft en
route. Very soon everything was ready for the first convoy
of aircraft to be flown to the Middle East. Nobody was
quite sure how it would work. The difficulties were enormous
— they still are, in spite of greatly improved facilities. But
from the word go the venture was a success, and it was
evident that there was the answer to Britain's supply route
problem so far as aircraft were concerned.
POLISH PILOTS
As more aircraft were shipped from Britain and America
for assembly and delivery so more pilots were required,
and nearly 100 of the most experienced Polish pilots in
Britain were sent out to become part of an organization
which was rapidly developing. Although practically all fell
victims to malaria on arrival, the Poles quickly took their
places in the scheme of things and even managed to find
time to attend daily classes in English.
At the start it was mostly Hurricanes and Blenheims that
arrived at the assembly point, but very soon the first of
American Marylands and Tomahawks came along. The
machines arrived by ship in crates and had to be assembled
in the local workshops, which were expanding daily. At first
only two or three convoys of aircraft made the trip each
week, but latterly such convoys have been a daily occur-
rence. Each journey takes over 24 flying hours, excluding
putting down at the various landing-grounds en route, where
aircraft are refuelled and the engines inspected. The fighters
carry additional petrol tanks, as otherwise they could not
make the long "hops" between the landing-grounds. Natur-
ally enough the daily hazards which accompany this cross-
continent ferry service have produced stories of individual
exploits and endurance. For the most part, however, the
convoys get through without incident. Established along
the route now is a chain of aerodromes, each with its R.A.F.
ground staff, and with a fresh supply of fuel, spare parts
and a workshop.
SHIPS RESISTANCE
From Trade and Engineering (London), December, 1942
EFFECTS OF FOULING
With the growth of knowledge of naval architecture the
power required for propelling a ship in fine weather under
ideal conditions has been reduced, but the benefits of this
are diminished by the serious loss constantly incurred in
service through the fouling of the hull if the intervals be-
tween dry-docking and painting are unduly prolonged. This
deterioration of the underwater surface results, generally,
from the adhesion of seaweed and shell, and the extent to
which it occurs depends largely upon the proportion of a
ship's time spent in harbour, where, it is thought, the fouling
organisms attach themselves. Thereafter the growth in-
creases in direct relation to the length of time between
dry-dockings.
LOSS OF SPEED
As a general rule the skin friction of a ship increases
at a rate of about 34 Per cent a day out of dock in temperate
waters and about x/i per cent in tropical waters. On this
basis the speed of a freighter may be reduced by about one
knot after 100 days out of dock, and actual trials have
shown the speed of relatively fast ships to be reduced by
four knots after 120 days' service in tropical waters. A
further factor in the problem is that increased resistance
of the hull form acts as a drag upon the propeller, so that
the machinery is incapable of developing its full output.
In considering the matter statistically it must be borne in
mind that marine growth is particularly sensitive to the
conditions of service, and if the fouled ship enters a fresh-
water port the fouling organisms are speedily killed and
their growth stopped, although they may adhere to the
surface. For this reason there is little fouling with ships
on the North-Atlantic trade plying between fresh-water
ports on the Clyde and St. Lawrence
Most anti-fouling compositions incorporate ingredients
that will have a toxic effect on the attaching organisms.
The efficacy of poisons in ship paint, however, is now being
questioned on account of the difficulty of maintaining a
sufficient concentration to have the desired lethal effect, and
investigations of the effects of light and colour on fouling
have been proceeding for some time in America. The tests
have shown that the marine larvae responsible for fouling
tend to attach themselves in the shaded areas, while the
algae responsible for weed growth react positively to light.
This confirms the general experience that weeds form thickly
over an area four to five feet below the water line and that
the worst fouling from shell growth is concentrated on the
flat bottom and behind the bilge keels. Tests on panels of
various colours have shown that the density of fouling is
much less on those of lighter colour, increasing progressively
from white, buff, green and red to black. Later experiments
carried out in Germany have confirmed these conclusions,
showing the extent of fouling on plates of red and green
colouring to be in the ratio of six to one. These experiments
are particularly suggestive as red is the colour most com-
monly used in anti-fouling paints.
THE NEW BATTLESHIPS H.M.S.
AND H.M.S. "HOWE'
'ANSON"
From The Engineer (London), October 23, 1942
On Wednesday, October 21st, it was officially announced
by the Admiralty that two further battleships of the "King
George V" class— H.M.S. "Anson" and H.M.S. "Howe"—
are now at sea with the Fleet. The "Anson" was laid down
in July, 1937, and was built and engined on the Tyne, her
hull being entrusted to Swan, Hunter and Wigham Rich-
ardson, Limited, and her machinery to the Wallsend Slipway
and Engineering Company, Limited. H.M.S. "Howe" was
laid down at the Govan yard of the Fairfield Shipbuilding
and Engineering Company, Limited, on the Clyde, where
she was built and engined. Each ship has the following
principal particulars: — Displacement, 35,000 tons; length,
739 ft. 8 in.; beam, 103 ft.; and mean draught, 27 ft. 8 in.
The armament includes ten 14 in. guns, sixteen 5.25 in.
guns, and four multiple pompoms, besides several smaller
guns. The 14 in. guns, it is stated, are of a new model,
which has an effective range greater than that of the 15 in.
guns which were mounted in earlier ships. The design in-
cludes enhanced defence against air attack. Provision is
made for the carrying of four aircraft on each ship. The
propelling machinery comprises a quadruple-shaft arrange-
ment of Parsons geared turbines, taking steam from Admi-
ralty type three-drum oil-fired boilers. The total shaft horse-
power for each ship is about 152,000, corresponding to a
speed of something over 30 knots. The complement of offi-
cers and crew is 4,500. H.M.S. "Howe" is commanded by
Captain C. H. L. Woodhouse, R.N., who commanded the
cruiser "Ajax" at the battle of the River Plate, and the
"Anson" by Captain H.R.G. Kinahan, R.N. The "Howe"
has been adopted by the City of Edinburgh and the "Anson"
by the City of London.
THE ENGINEERING JOURNAL March, 1943
143
From Month to Month
CONFUSION IN COLLEGE
Students of engineering in Canadian universities are more
fortunate than their neighbours to the south. In Canada,
at least the student knows the relationship between his
responsibilities to the active services and his educational
course. He knows he will be deferred sufficiently from the
call-up to allow him to finish his course, providing he meets
certain simple but clear conditions, and he knows too that
after graduation he will be placed where his technical quali-
fications can be used to advantage.
In the United States there has been some indecision,
many changes, and certain lack of co-operation between
the services, with the result that the students seem confused
and discouraged, the faculties baffled and bewildered. Even
yet it is difficult to discern any final plan for general accept-
ance. An outsider cannot find the line of reason along which
the authorities are working. Conversations with deans, -pro-
fessors and students indicate many differences of opinion.
Apparently, at the present time, every male student upon
reaching the age of 18 is inducted into the army. If he has
completed one full year of college before reaching this birth-
day, he is likely to be given a deferment sufficient to let
him finish his course, but not otherwise. Consequently there
is little use of a prospective student entering university
unless he is under 17. This would seem to put an end to
most enrolments in the regular way.
In the month of February the writer saw in one university
over sixty engineering students lined up at the office counter
to receive a refund of their fees. They had been called out
and had to report without any regard to the courses they
had partially completed. Conversation with one student
revealed that in the ordinary way he would have been
graduated this spring. Other students were in the third
and second years.
Many engineering colleges are receiving drafts of men
from the army or navy for special short courses which
may run from three to ten months. In most cases, these
new entrants have not the usual academic requirements for
entrance to university. Looking on this as an outsider, one
wonders why qualified students with courses partly com-
pleted are taken out of college, and others with little or no
preparation are put in. To the uninformed, it looks like a
great shuffling of thousands of people, only to reduce the
number of engineers available for industry and the services,
and to increase the number of partially trained mechanics
for the army and navy.
Arrangements are being discussed, whereby students with
university entrance qualifications will be put into uniform
and sent to the universities for special courses. These would
not be the usual engineering courses, although they will
have in them some of these elements. It is expected that
the courses will include lectures on geography and history.
Such students will receive the regular army pay of $50.00 a
month and their keep. There has been some indefiniteness
about the curricula, and the suggestions made by the navy
differ substantially from those made by the army, both as
to content of the courses and as to the period of time
involved.
Apparently these arrangements are still in the discussion
stage, but it appears likely that definite announcements will
be made shortly whereby such procedures will be established
Doubtless to those who plan these policies, a definite and
justifiable objective is clear, but to persons in Canada who
have a knowledge of the Canadian situation, the American
developments seem confused and confusing. Certain it is
that the Canadian policy more nearly meets Canadian needs
than would the American plans. Naturally it would be the
sincere desire of every Canadian that the American policy
should be equally effective for American conditions.
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
NEW ACTIVITIES— NEW COMMITTEES
It is a natural development that in times of national
activity an institution should find its programme enlarged.
Some time ago, The Engineering Institute established three
committees to work on activities which are related to the
war and to the engineer. These have been announced pre-
viously and in the months since that time have completed
their organizations and broken much ground. They are —
the Committee on the Engineering Features of Civil
Defence, the Committee on Industrial Relations, and the
Committee on Post- War Problems.
At the annual meeting of Council held in Toronto in
February, two new committees were authorized. The work
of these committees is (a) to approach the proper federal
authorities on behalf of the engineers in the Civil Service,
and (b) to make similar representation on behalf of the
engineers in the active services.
Both these fields present great opportunities for improve-
ment. In the case of the Civil Service the principal com-
plaint is that the regular scale of salaries is so far below
those available in private enterprise that competent
engineers are not being attracted to the service. Government
business is just as important as private business and should
be permitted to pay salaries that will enable it to compete
in this professional field for services that are steadily
becoming more and more important.
The situation in the active services is more complicated
and more urgent. Ever since the beginning of the war the
Institute has been pursuing this interest. Up to now its
efforts have produced nothing but negative replies. The new
committee is examining the whole case again — this time
with new evidence, new tactics and new determination.
( )nce the committee has proven to itself the justness of the
case — which should not be difficult — it will make representa-
tions to the proper authorities.
From all branches of the services where engineers are
used, complaints have come, which refer not only to rank
and remuneration, but also to the use of non-technically
trained and inexperienced persons in technical appoint-
ments. There are frequent comparisons between the treat-
ment accorded engineers and that given medical doctors.
A wide survey of the situation should produce some
useful and interesting information upon which to base
conclusions and recommendations.
Professor D. S. Ellis, of Kingston, is chairman of the
committee.
THE ENGINEER IN THE CIVIL SERVICE
The committee appointed by Council in February to
make representations on behalf of the engineers in
the Federal Civil Service appeared on March 5th
before the special committee appointed recently to advise
the Treasury Board on such matters. The Institute com-
mittee reports that it was well received, and is hopeful that
some substantial relief may be recommended in the report
of the Advisory Committee.
The brief presented by the Institute is reproduced
herewith (p. 145), along with the diagram that tells the
story. To establish and maintain government services that
will compare, in efficiency and economy, with private enter-
prise, would seem to require a substantial improvement in
the amount of remuneration.
The Institute is indebted to a small group of employers
who hastily made available their salary scale for engineers.
In order to establish an illustration that would meet all
possible arguments, wage scales were gathered from three
(Continued on page 146)
144
March. 1943 THE ENGINEERING JOURNAL
REMUNERATION OF ENGINEERS IN GOVERNMENT SERVICE
Brief presented by The Engineering Institute of Canada to the Committee Advising
the Federal Treasury Board on Administration of Personnel
Ottawa, March 5, 1943.
The Chairman and Members of the
Advisory Committee to the Treasury Board,
Ottawa, Ont.
Gentlemen, —
1. The Council of the Engineering Institute of Canada
has learned, with gratification, that a committee, under the
chairmanship of H. J. Coon, Esquire, has been established
to advise the Treasury Board with reference to the admin-
istration of the personnel of the public service of Canada
during the war.
2. The Engineering Institute is the largest professional
body in Canada and is interested in all matters of national
importance. The economic and efficient conduct of the
business of Government is certainly of national importance
and, therefore, of interest to the Institute. Accordingly
Council has appointed a committee under the chairmanship
of N. B. MacRostie, to approach the Advisory Committee
in the hope of presenting information which may be useful
in these deliberations.
3. This is not the first time that The Engineering Insti-
tute has been privileged to make representations on behalf
of the members of the engineering profession in the Civil
Service. In 1930 a brief was presented to the Royal Com-
mission on Technical and Professional Services under the
chairmanship of E. W. Beatty, and
the recommendations of the Insti-
tute had a definite bearing on the
findings of the Commission. The
Institute Committee now before you
suggests that the findings of the
Royal Commission of 1930 are at
least equally true to-day, and with
the general increase in wages since
that time, the conditions described
in the report are even more acute
now.
4. It is with much satisfaction
that the Institute's committee pre-
sents herewith certain details of the
employment of engineers in other
spheres of activity in the expecta-
tion that comparison of conditions
will indicate conclusively the wis-
dom of rewarding government en-
gineers on a basis commensurate
with the value of their services and
with scales offered by other em-
ployers. The figures and statements
contained herein are not hypothe-
tical. Through the officers and mem-
bers of the Institute, who are
thoroughly experienced in these
matters, it is possible to obtain
accurate information on working
conditions, as well as the results of
adequate and inadequate remunera-
tion.
The Institute's primary interest
in this investigation is that it
realizes the business of Government
is the nation's greatest business and
believes that such responsibilities
cannot be met satisfactorily under
existing conditions. Most employers
of engineers have recognized certain
fundamental principles, but the
(b)
(c)
Federal Government, through the Civil Service, has estab-
lished rates of remuneration, which ignore these accepted
principles, and which, in the opinion of the Institute, place
the Government under harmful and unnecessary handicaps.
5. The results of an inadequate wage scale may be tabu-
lated as follows:
a) The better grades of Engineers, both Junior and
Senior, are not now attracted to the Service.
Men who can be recruited in times of depression
leave for other work at more attractive wages when
times improve, after the Government has spent time
and money training them.
Experienced engineers leaving the service cannot be
replaced in prosperous times, although the need of
engineering assistance is greatly increased in these
circumstances,
(d) In the absence of good candidates, persons of inade-
quate experience have had to be taken into the serv-
ice. This results in wasted time and increased costs,
frequently of great magnitude.
Failure to obtain qualified candidates results in over-
working the present employees. There are many
cases where these conditions exist to-day, much to the
detriment of the work itself and to the financial dis-
advantage of the country.
Average of
3 Public
Utilities
Average of
3 General
Contractors
(e)
Average of all
Engineering Graduates
(E I C. Report 1930)
Average of
3 Orowrs.
Companies
Engineers 1942 (Qvil Service Commission)
Average of Government Engineers
(Beatty Report 1930)
"Years Experience Sirvoe Graduation.
THE ENGINEERING JOURNAL March, 1943
145
(f) Failure to obtain a sufficient number of engineers of
ability and experience, frequently results in the con-
tractor doing the engineering work for the Govern-
ment, with his own staff. In this way, the Government
actually pays rates much higher than those author-
ized by Civil Service classifications. This puts the
Government in a ridiculous position, but under pres-
ent conditions there seems to be no alternative if the
work is to be expeditiously and economically carried
out.
(g) There are many examples in the civilian branches of
the three active services, of wages well beyond the
Civil Service rates. These services found that com-
petent persons could not be employed at the usual
low rates, and, in one way or another, they obtained
concessions whereby they could carry out the work
assigned to them. In these scattered cases the Gov-
ernment has admitted the inadequacy of its wage
scale, but, apparently, no attempt has been made to
make these increases applicable generally.
6. All the above conditions are based on what might be
called normal conditions. Under conditions of war emerg-
ency, everything is magnified many times. Therefore, what
in times of peace might be called unfortunate circumstances,
become matters of tragic importance in times of inter-
national strife.
7. The Advisory Committee must recognize certain fun-
damental facts and conditions:
(a) Competent engineers cannot be obtained at present
salaries.
(b) Persons employed for war work do not participate
in pensions nor can they look forward to any degree
of permanence of employment. They work many
hours of overtime with no financial compensation.
(c) Commercial firms are steadily drawing from the ranks
of the Civil Service and such losses cannot be re-
placed.
(d) War conditions have raised wages. Therefore, the Civil
Service scale is more than ever out of line. Develop-
ments in the last three years have opened new oppor-
tunities for engineers. Therefore, the demand is and
will be greater than ever before both in Government
circles and in industry. How can the business of
Government meet these new demands with scales of
wages that have been inadequate for at least a
generation ?
(e) After the war, greater burdens will fall on Govern-
ment departments. Now is the time to prepare for
these inevitable conditions. Organizations cannot be
built over night nor can they be built at all unless
the wage incentive is sufficient to meet conditions
established by employers outside the service.
(f) Crown companies pay salaries far in excess of Civil
Service classifications, because competent persons
could not be obtained at the regular rates. In such
cases the Government has recognized the inadequacy
of its own wage scales. If these scales are not sufficient
for the Crown in war plants, they are not sufficient
for the Crown in its other engineering activities.
8. The standing of the engineer in Government employ-
ment is not only high but exhibits a degree of unselfish
service beyond that found in many other sections of the
profession. This is evidenced by the fact that they serve
faithfully under conditions of remuneration far below those
commonly in force outside the service. It is not fair to use
this sense of loyalty and devotion to the disadvantage of
the individual.
9. In conclusion this Committee has endeavoured to
prove the following points:
(a) There can be no argument as to the inadequacy of
the present scale of wages.
(b) There can be no argument as to the advisability of
employing competent engineering services in the in-
terests of economy and efficiency.
(c) There can be no argument but that such persons
cannot be obtained or retained under existing scales
of wages.
(d) There can be no argument but that Government
business is as important as private business.
Therefore, it is apparent that adjustments should
be made if Government business is to be carried on
as efficiently and economically as private business.
Through this Committee, the Institute urges that
these cold facts be faced fairly and squarely and that
steps be taken now to correct unfair and uneconomic
conditions which, unfortunately, have existed for so
long.
10. In brief, all that is requested is that the Treasury
Board permit such adjustments in the classifications as will
be fair and equitable and will meet the scales of remunera-
tion found to be necessary and fair by other employers. It
is a fact that industry cannot afford to operate at a loss
and, therefore, scales of remuneration have been developed
that will permit the employment of competent engineers.
In other words, industry cannot afford low wages and of
necessity has had to adopt adequate scales of salary. If
industry has found by experience that these wages are
necessary, it is evident that similar wages are necessary
and economical for Government service.
11. The Institute's Committee has not attempted to
propose specific wage scales but, if subsequently, the Advisory
Committee, or any other body decides to examine such
fields, The Engineering Institute will be very pleased to
co-operate in any way in establishing new schedules, and
to make available information which is already in its
possession.
Yours sincerely,
N. B. MacRostie, m.e.i.c.
Chairman of the Institute Committee.
MEMBERS OF THE COMMITTEE
N. B. MacRostie, m.e.i.c, r.p.e.o., Consulting Engineer,
Ottawa, Ont., Chairman of Institute's Committee.
deGaspé Beaubien, m.e.i.c, r.p.e.q., Consulting Engineer,
Montreal, P.Q.
L. Austin Wright, m.e.i.c, r.p.e.q., General Secretary,
The Engineering Institute of Canada, Montreal, P.Q.
Representing the Dominion Council of
Professional Engineers
L. E. Westman, m.e.i.c, r.p.e.o., Consulting Chemical
Engineer, Ottawa, Ont.
THE ENGINEER IN THE CIVIL SERVICE
(Continued from page 144)
employers in each of the following groups: public utilities,
general contractors, and crown companies. The graph
shows three lines representing the average for each group
compared to the scale of the Civil Service.
The crown companies' average shows that the govern-
ment is already paying wages much higher than the Civil
Service scale. The same can be said for the general con-
tractors, as they are engaged principally on government
work. The utilities' average shows salaries paid in private
enterprises that offer permanent employment and pensions
similar to the government. Taken all together this graph
seems to provide interesting evidence as to the difficulties
under which the government services are trying to operate.
It is hoped that the present investigation of Civil Service
conditions of employment will result in adjustments that
will eliminate unfairness, and at the same time permit a
strong and effective organization to be established for post
war activities.
The Institute committee consists of Chairman N. B.
MacRostie, Ottawa; de Gaspé Beaubien, Montreal, and
the general secretary. President Cameron invited W. P.
Dobson, president of the Dominion Council to attend with
the committee, but at the last moment Mr. Dobson was
unable to be present and named L. E. Westman, assistant
director of National Selective Service to represent him.
146
March, 1943 THE ENGINEERING JOURNAL
R.E.M.E.
(Royal Electrical and Mechanical Engineers)
From time to time fragments of information have come to
Headquarters with reference to a new corps of engineers,
adopted by the Imperial Army. At last a fairly comprehen-
sive account of the organization of the Corps has come to
hand. It is reproduced herewith.
The Institute is in possession of additional details, includ-
ing schedules of pay and allowances for officers and men,
stories of actual experiences in the North African campaign
and statements of advantages as compared to similar work
formerly carried out by the Ordnance Corps. Subsequent
numbers of the Journal will carry more news of this rela-
tively new development, which seems to have altered all
former practices and to have produced excellent results in
meeting conditions of modern warfare.
The following information is reproduced from the Journal
of the Institution of Mechanical Engineers, London.
"It is hardly necessary to emphasize to engineers the great
and growing importance of the role played by the engineer-
ing maintenance services in the Army. Machine war on an
ever-increasing scale requires an enormous engineering
organization to keep the vehicles, weapons, and instru-
ments in a state of maximum efficiency. Until recently these
functions were carried out mainly by the engineering staff
of the Royal Army Ordnance Corps, which Corps is also
responsible for the supply of all warlike stores, vehicles, and
clothing. Certain mechanical and electrical engineering
maintenance and provision duties are also carried out by
the Royal Engineers and the Royal Army Service Corps.
It was therefore deemed desirable to reorganize and co-
ordinate some of these mechanical and electrical engineer-
ing personnel into a single Corps and thereby give more
efficient service to the Army and also effect a saving in
technical man-power.
On 22nd May, 1942, the formation of the new Corps
with the title "The Royal Electrical and Mechanical
Engineers" was authorized by Royal Warrant and it is
expected that this Corps will come into full operation as a
separate entity about 1st September.
The function of the Corps is, briefly: —
(i) Inspection and maintenance of tanks, wheeled ve-
hicles, all artillery (including field, anti-aircraft, and
coast defence), small arms and machine guns,
radiolocation, fire control, and all other instruments,
tunnelling equipment, pumping sets, and the instal-
lation of coast artillery machinery.
(ii) Repair of all the above equipments consequent upon
ordinary wear and tear, or battle casualties,
(iii) Investigation into defects of design and recom-
mendations for improvements,
(iv) Advice on prototype design from a maintenance
angle.
There is a complete chain for the direction and co-
ordination of the technical activities of the R.E.M.E.,
starting with the Director of Mechanical Engineering in the
War Office, Major-General E. B. Rowcroft, c.b.e., m.i.
mech.e. {Member of Council) and passing down through
Deputy Directors to the Electrical and Mechanical Engi-
neer, or E.M.E. as he is called, who acts as technical
adviser to a Brigade Commander. Each formation — Army,
Corps, Division — and certain individual units have their
own mobile workshops and engineering staff. Backing these
are the great static base workshops in this country and in
all theatres of war, where any type of repair to any equip-
ment can be effected and where, if necessary, manufacture
of parts on a limited quantity basis can be undertaken.
Experience of the past three years has shown that
engineers, especially those attached to units individually or
in a Light Aid Detachment ("L.A.D."), must always be
fighting soldiers and much doughty work has been done by
workshop units in France, the Middle East, and elsewhere.
Light Aid Detachments frequently have to do repair work
on tanks, vehicles, guns, and other equipment under fire,
and the recovery and evacuation of badly damaged tanks
and other equipment, which is an R.E.M.E. responsibility,
can be quite an exciting affair when the gauntlet of the
enemy's guns has to be run. The new Corps is therefore
combatant. Selected officers are sent to the Staff College.
It is intended that the officer personnel of the Corps shall
consist of qualified Mechanical and Electrical Engineers
who will be graded as E.M.E.'s 1st, 2nd, 3rd, or 4th class.
In war time, in order to obtain the required number of
officers it has been necessary to introduce an ungraded sec-
tion of officers not so highly technically or practically
qualified, but every effort is made to maintain the highest
possible standard. Other ranks will consist of tradesmen
such as armament artificers, armourers, fitters, etc., cover-
ing nearly sixty different engineering trades, together with
such non-tradesmen as are required for regimental and
administrative duties.
The Institutions of Mechanical and Electrical Engineers
are both keenly interested in the new Corps and have been
in consultation with the Adjutant-General to the Forces,
General Sir Ronald F. Adam, Bt., k.c.b., d.s.o., o.b.e., who
is responsible for its formation and launching and who wel-
comes the interest and help the Institutions are giving and
will be able to give in the future. Many of the members of
the Corps are, of course, also members of one or both of the
Institutions and it is hoped that friendly and intimate co-
operation will be maintained between the Institutions and
the Corps.
Modern war is simply an expression of the industrial age
in which we live and therefore is largely a contest between
engineers. The linkage between user and producer — the
engineer in the field and the engineer in charge of manufac-
turing and design — must be strong and complete. The
formation of this Corps should help, in some measure, to
bring this about and we wish it all success and honour. Its
performance will be watched with the closest interest by
all members of the Institution.
Organization and Functions of R.E.M.E.
So much interest has been aroused by the publication, in
the September Journal, of an account of the organization
and functions of the new Corps of Royal Electrical and
Mechanical Engineers, that it has been considered desirable
to publish a further note setting out the qualifications re-
quired for, and conditions of service of, officers in the Corps.
This information, which follows below, has been provided
by the War Office.
The function of the new Corps, the formation of which
was announced in the Foreword of the Journal for Septem-
ber, is briefly: —
(i) Inspection and maintenance of tanks, wheeled ve-
hicles, all artillery (including field, anti-aircraft,
and coast defence), small arms and machine guns,
radiolocation, fire control, and all other instruments,
tunnelling equipment, pumping sets, and the instal-
lation of coast artillery machinery,
(ii) Repair of all the above equipment consequent upon
ordinary wear and tear, or battle casualties,
(iii) Investigation into defects of design and recom-
mendations for improvements,
(iv) Advice on prototype design from a maintenance
angle.
The qualifications required for commissions in the new
Corps are as follows: —
Graded Officers (E.M.E.). Candidates must have under-
gone an apprenticeship of at least three years' duration and,
in addition, must
(a) Possess a degree in engineering of any recognized uni-
versity; or
(b) Be a Graduate member of the Institution of Mech-
anical Engineers; or of the Institution of Electrical
Engineers ; or have qualifications exempting from the
examinations of these Institutions.
THE ENGINEERING JOURNAL March, 1943
147
The upper age limit is forty years of age.
The emoluments are 16s. 4d. per diem, plus allowances,
the latter being tax-free.
The rank is that of Lieut., E.M.E.
Ungraded Officers. Candidates who have the necessary
practical experience, but are not in possession of the aca-
demic qualifications mentioned in (a) or (b) above may be
considered for appointment to the Mechanical Engineering
Branch of the R. E.M.E. as 2nd Lieutenant (ungraded),
R.E.M.E.
The upper age limit is forty years of age.
The emoluments are 12s. 2d. per diem, plus allowances,
the latter being tax-free.
Telecommunication Branch (Wireless and Radio), Royal
Electrical and Mechanical Engineers. Upon the training,
experience, and technical qualifications of a candidate for
employment with the Telecommunications Branch of the
R.E.M.E. will depend whether he is considered suitable for
service as a commissioned officer, either as Electrical Mech-
anical Engineer (Wireless) or ungraded officer.
(1) Graded Officers (Telecommunications). Candidates
must have two years' experience in the radio or telecom-
munication industry and, in addition, must
(a) Possess a degree in engineering, physics, or mathe-
matics of any recognized university; or
(b) Be a Graduate member of the Institution of Elec-
trical Engineers, or have qualifications exempting
from the examinations of that Institution.
The upper age limit is forty years of age.
The emoluments are 16s. 4d. per diem, plus allowances,
the latter being tax-free.
The rank is that of Lieut., E.M.E.
(2) Ungraded Officers (Telecommunications). A candidate
who has the necessary practical experience but is not in
possession of the academic qualifications mentioned in (1)
(a) or (1) (b) may be considered for appointments to the
Mechanical Engineering (W) or (R) Branch of the R.E.M.E.
as 2nd Lieutenant (ungraded) R.E.M.E., Radio Main-
tenance Officer, or Wireless Maintenance Officer.
The upper age limit is forty years of age.
The emoluments are 12s. 2d. per diem, plus allowances,
the latter being tax-free.
Equivalent Civilian Emoluments. An ungraded 2nd Lieu-
tenant, for example, receives total annual emoluments
calculated to be, if single, £368, equivalent to £470 in
civilian employment; if married, the total is £433, equivalent
to £584 per annum in civilian employment."
The General Secretary of the Institute visited Purdue Univer-
sity at Lafayette, Indiana, last month, on his return from
Terre-Haute, where he delivered the commencement address
at Rose Polytechnic Institute. Mr. Wright is shown here in-
specting one of the electrical laboratories at Purdue in company
of, left to right, Dean A. A. Potter of Purdue Schools of Engin-
eering and D. D. Ewing, professor of electrical engineering.
THE ENGINEERS' CONTRIBUTION TO
THE WAR EFFORT IN THE U.S.A.
HAROLD V. GOES
President, The American Society of Mechanical Engineers
From an address delivered at the Annual Banquet of The
Engineering Institute of Canada at Toronto, Ont.,
on February 11th, 1943
To a very considerable extent this is an engineers' and
scientists' war. A few paranoics have plunged us into it,
but it is due in large measure to the number of, training,
experience and skill of the engineers in your country, in
mine and in those of our Allies, that we have been able to
meet the challenge with augmented peacetime facilities.
This has been accomplished largely through skill in de-
sign ; in specification preparation ; in selection and layout of
productive equipment; in tooling, in jigs and fixtures; also
in adopting semi or in-line production methods to the
products for fighting the war, whether for small fire control
or aviation instruments, or huge tanks and bombers.
I remember talking with a gentleman in the club car of
a train just after the President had stated he wanted
60,000 planes of all kinds in 1942. This man said, "That is
fantastic, ridiculous and impossible." I replied, "Not fan-
tastic if he tells us what he wants, gives the right of way to
the machine tools and materials, partially freezes the de-
signs and bars labour agitation and strikes; he will then
get his planes." As a matter of fact we produced 49,000
planes in 1942, many of them of considerably larger size
than was contemplated in the original schedule, so in all
probability, allowing for this, the President received very
nearly the equivalent of the 60,000 planes called for.
To request that 60,000 planes be produced in a year does
not produce them, as we know; that is just a requisition foi-
production. These demands set in motion, however, such
gigantic engineering projects, for example, as multiplying
our aluminum and magnesium production facilities, plane
engines, instruments, plane parts and plane assembly facil-
ities. You can readily appreciate the mass of engineering
calculations, sketches, drawings and specifications that
were required before these facilities could be constructed.
Think of the improvisations that were made to save
critical materials, to replace unavailable productive facil-
ities and to overcome unforeseen contingencies, such as
developing single purpose engine drilling machines from
portable bench drills, changing structural designs from steel
to reinforced concrete or timber, relocation of buildings on
the site and the like. This affords some comprehension at
least of the enormity of the problems that confronted the
engineers aside from the stupendous volume of details that
had to be meticulously fitted together.
To bring the picture into closer focus let us consider for
a moment what this plane production which the engineers
have provided for means. At the end of 1943 the total
horse power of the engines required for the planes to be
produced in the United States will be about 350,000,000 hp.
That is like an astronomer's unit of measurement, the light
year. Unless it is related to something one can compare it
with, the mind does not take it in. This 350,000,000 plane
engine hp. is probably from one and a half to two times the
installed central station capacity of the world and perhaps
six or seven times the combined hp. of the British and the
United States Navies.
At Chicago the Chrysler Corporation will soon have the
world's largest factory in operation producing plane engines,
an engineering feat which in many respects surpasses our
Boulder Dam hydro-electric project.
This is what engineering has enabled management to do
to support, in an incredibly short time, the armed forces of
the United Nations. Truly a marvelous performance on the
part of the engineers.
148
March, 1943 THE ENGINEERING JOURNAL
KENNETH MACKENZIE CAMERON
PRESIDENT OF THE ENGINEERING INSTITUTE OF CANADA, 1943
The newly installed president of the Institute is one of
the many distinguished engineers in the government service
who have held that office. The names of Past-Presidents
Marceau, St-Laurent, Camsell and Desbarats come to mind
in this connection. Although engineers in the civil service
have been responsible for the effective and economical ex-
penditure of large sums of public money, their names are
not associated in the taxpayer's mind with any particular
outstanding engineering achievements. Thus they do not
become known to the public so well as do their brethren
who are in private practice or
in the employ of prominent
industrial or engineering or-
ganizations. In fact, the im-
portance of the part which
engineers in the civil service
have taken in the development
of Canada is not so generally
recognized as it should be. It
is therefore most fitting that
The Engineering Institute
should now confer the honour
of its presidency on one who is
at the head of the engineering
branch of the Department of
Public Works.
The work of the engineering
branch covers a wide field as
regards design, construction
and maintenance. It deals with
wharves, piers, breakwaters,
and drydocks; dredging and
beach protection; hydro-
graphic and topographical sur-
veys for harbour and river
work; interprovincial bridges;
ferries and the control of works
over navigable rivers. Under
normal conditions, all this in-
volves an annual expenditure
of from five to ten million
dollars not including the cost
of special major items like dry-
docks which are of infrequent
occurrence. As in the case of
other government depart-
ments operating under war
conditions, its regular activities have been greatly curtailed
since 1940, but many of the duties performed by the branch
have a direct bearing on war work and must therefore be
maintained.
President Cameron was born at Strathroy, Ontario, and
received his early education at the Collegiate Institutes at
Strathroy and London. In 1901 he graduated with honours
at the Royal Military College, Kingston, then proceeding
to McGill University where he received the degree of B.Sc.
in civil engineering in the following year. After a period of
post-graduate work in hydraulics, he was granted the de-
gree of Master of Science, and served as demonstrator in
hydraulics and in testing of materials at McGill University.
He is the second graduate of the Royal Military College to
become president of the Institute — the first was Lieut.-Col.
R. W. Leonard.
After some months in the office of the chief engineer of
the Canadian Pacific Railway, Mr. Cameron worked for
two years as office and inspecting engineer of the Canadian
Niagara Power Company at Niagara Falls, Ontario. He
was lecturer on surveying and geodesy at McGill University
during the 1905-1906 session, and then went to the United
States, where he obtained valuable experience in such posi-
K. M. Cameron, M.Sc, M.E.I.C
tions as transitman at New York on the Pennsylvania main
line tunnels under the Hudson; as inspecting engineer on a
power station at Ellsworth, Maine; and as resident engineer
for the Ambursen Construction Company on hydro-power
and irrigation dams in Wyoming. On returning to Canada,
in 1908, he did work for Smith, Kerry and Chace, consulting
engineers, Toronto, and then joined the Department of
Public Works of Canada, serving first in the offices at
London, Ontario, and later as district engineer at Sher-
brooke, Que. He came to Ottawa in 1912 as senior assistant
in the dredging branch of the
Department. In September,
1918, he became assistant
chief engineer and on April 1st,
1923, he succeeded the late
Arthur St-Laurent as chief
engineer of the Department,
the appointment which he
now holds.
Works of major interest
completed while Mr. Cameron
has been chief engineer include
three large drydocks, namely,
the Saint John Drydock at
Saint John, N.B., the Cham-
plain Drydock, Quebec Har-
bour, and the Esquimalt Dry-
dock at Esquimalt, B.C.
Long identified with the In-
stitute which he joined as a
Student in 1901, Mr. Cameron
was chairman of the Ottawa
Branch for 1922, and repre-
sented that Branch as council-
lor in 1924-25. In 1941 and
1942 he was a vice-president
of the Institute for the prov-
ince of Ontario.
It is interesting to recall that
in 1902 Mr. Cameron was the
recipient of one of the four in-
augural awards of Student
prizes established by Council
at that time. In some extent
this may explain his continued
interest in Student prizes.
His subject was ''The
Practical Use of Extensometers."
He has served as president of the Professional Institute
of the Civil Service of Canada, and represented the engi-
neers of the Civil Service when civil service matters were
being considered by the Beatty Commission in 1930. He is
a member of the Lake of the Woods Control Board.
Greatly interested in post-war reconstruction problems,
he is now chairman of an important sub-committee of the
committee appointed by the Dominion Government under
the chairmanship of Dr. James to report on reconstruction
matters. Mr. Cameron's sub-committee is actively engaged
in classifying and preparing the necessary data for con-
struction projects which can be put in hand without delay
as soon as the war ends.
He has contributed several papers to the Proceedings
and prepared for the semi-centennial number of The Engi-
neering Journal the informative article on "Fifty Years of
Public Works in Canada", which is one of its principal
features.
An engineer of wide professional experience, versed in
administration affairs and well known from coast to coast,
our new president enters upon his year of office with the
best wishes of all members of the Institute.
THE ENGINEERING JOURNAL March, 1943
149
HONOURS FOR INSTITUTE MEMBERS
It is a pleasant duty to record, from time to time, the
various honours and distinctions received by members of
the Institute. In the February number of the Journal
reference was made to those members who were honoured
in the new year's honours list. Additional events of this
kind have been announced recently, and it is a pleasure to
record the awards of honorary doctorates to a past-presi-
dent, a past member of council and the general secretary
of the Institute.
In January, at the annual dinner of the Graduates So-
ciety of the Ecole Polytechnique, the degree of Doctor of
Applied Science honoris causa was conferred by the Uni-
versity of Montreal upon Past-President Georges-Joseph
Desbarats, c.m.g., m.e.i.c, and Colonel Arthur-Edouard
Dubuc, d.s.o., m.e.i.c, both of whom have distinguished
themselves in the public service. At the ceremony, they
were presented for their degrees by Dr. Augustin Frigon,
m.e.i.c, with the following citations: —
Monsieur Georges-J. Desbarats:
Né à Québec, diplômé de la 3e promotion de l'Ecole
Polytechnique, membre de l'Association des Anciens
de l'Ecole depuis ses débuts, M. Georges Desbarats est,
non seulement notre aîné à tous, mais aussi l'un de ceux
qui ont fait le plus d'honneur à la profession d'ingé-
nieur, au pays et à l'étranger. Sa compétence et ses
talents se sont égalés à toutes les situations de premier
plan qu'il a occupées au cours de sa carrière de cin-
quante-cinq années.
Membre du personnel au Ministère des Chemins de
fer et Canaux, il collabore à la construction des canaux
du Long-Sault à Carillon et de Sainte- Anne-d e-Bellevue ;
en sa qualité d'assistant de l'ingénieur en chef, il dirige
les travaux des canaux de Welland, du Sault Sainte-
Marie et de Cornwall. Il construira en outre les ponts
du canal de Lachine, et, enfin, collaborera à l'aménage-
ment du canal des Galops. Entre temps, on lui aura
confié l'inspection des chemins de fer de la Colombie
britannique.
Au début de ce siècle, il fait un relevé hydrogra-
phique du fleuve Saint-Laurent, de Kingston à Québec.
Puis il dirige les chantiers maritimes de Sorel. En 1908,
Ottawa se l'attache et fait de lui, d'abord un sous-
ministre de la Marine et des Pêcheries, puis du Service
Naval, ensuite en 1922, un sous-ministre de la Défense
Nationale, poste qu'il occupe jusqu'à sa retraite, en
1932.
Sa haute situation le désigna tout naturellement au
Gouvernement, pour remplir certaines missions tech-
niques, à l'étranger. A Londres, en 1913, il agit comme
délégué plénipotentiaire du Canada à la Conférence
Radiotélégraphique Internationale; à Gênes, en 1922,
il reprét-ente le Canada à la Conférence Internationale
Maritime de la Ligue des Nations; à Washington, en
1928, il est le chef de la délégation canadienne à la
Conférence Internationale de l'Aviation Civile; à
Anvers, en 1930, il représente encore notre pays à la
Conférence Internationale de Navigation Aérienne.
Rien d'étonnant si un tel voyageur est maintenant
président de la Canadian Geographical Society . . .
Mais il est membre aussi de bien d'autres sociétés,
notamment de l'Engineering Institute of Canada, dont
il fut président; membre fondateur et membre d'hon-
neur de l'Association des Diplômés de Polytechnique.
Rappelons, pour finir, que Sa Majesté le Roi Georges V
lui conférait, en 1915, les insignes de l'Ordre de Saint-
Michel et de Saint-Georges.
Depuis cette date, M. Desbarats, on l'a vu, est loin
d'avoir démérité. L'Ecole Polytechnique a voulu lui
manifester sa respectueuse admiration. A sa demande,
l'Université de Montréal est heureuse et fière de le
proclamer aujourd'hui docteur ès-sciences appliquées
"ad honorem."
Le Coloxel Dubuc:
Arthur-Edouard Dubuc est un Montréalais par sa
naissance, par son éducation, reçue au Mont-Saint-
Louis et à l'Ecole Polytechnique, et par les vingt-trois
premières années de sa pratique d'ingénieur. Dès 1901,
il entre au Ministère fédéral des Travaux publics en
qualité d'ingénieur assistant et devient bientôt in-
génieur de district; en 1924, il passe au Ministère des
Chemins de fer et Canaux, d'abord comme surin-
tendant, puis comme ingénieur en chef. Le pays tout
entier lui est redevable de nombreux travaux de génie.
Sa haute compétence lui mérite, en 193G la vice-
présidence, puis le poste d'ingénieur en chef au Conseil
des Ports nationaux, qui régit, comme on le sait, les
ports de Halifax, de Saint-Jean, de Québec, de Mont-
réal et de Vancouver.
Ingénieur distingué, M. Dubuc est encore un mili-
taire d'égale valeur. Il a servi, au cours de la première
Grand Guerre en qualité de capitaine, de major, de
lieutenant-colonel et de commandant du glorieux 22e
bataillon. Il était à Ypres et à Courcelette, à Vimy, à
Amiens, à Arras pour ne signaler que quelques étapes
de sa haute bravoure. Blessé trois tois sur le champ de
bataille, nommé deux fois dans les dépêches, il fut
décoré du Distinguished Service Order et de la Croix
de la Légion d'honneur. Démobilisé, il sert encore au
pays à la tête de la lie brigade d'infanterie et s'occupe
des Pensions et du Rétablissement des Soldats. Depuis
1935, il est aide-de-camp honoraire du Gouverneur
général.
On pense bien qu'il fait partie des Associations pro-
fessionnelles d'ingénieurs du Québec et de l'Ontario et
que, dès 1914, il s'est inscrit à l'Association des Di-
plômés de Polytechnique, dont il a été, à son heure,
vice-président et président.
Tant de mérites, civils et militaires, ont rejailli sur
l'Aima Mater. Aussi, l'Université, qui veut aujourd'hui
lui en exprimer sa gratitude, se rend-elle avec un vif
plaisir à la requête de l'Ecole Polytechnique, en pro-
clamant Arthur-Edouard Dubuc, docteur ès-sciences
appliquées "ad honorem."
A translation follows: —
Georges-J. Desbarats
Mr. Desbarats was born at Quebec. He is a member
of the third graduating class of the Ecole Polytech-
nique (1879) and a member of the Alumni Association
of the Ecole which he joined upon its foundation. Mr.
Desbarats is not only our senior in years but also one
of the most distinguished engineers, both in Canada
and in foreign countries. His competency and his tal-
ents have been equal to all situations in the important
positions he has occupied during his brilliant fifty-five
year engineering career.
On the staff of the Federal Department of Railways
and Canals, he worked on the construction of the
Carillon Canal and the locks at Ste-Anne-de-Bellevue:
as assistant to the chief engineer, he supervised the
construction of the Welland, Sault Ste-Marie and
Cornwall Canals. He also worked on the erection of the
bridges over the Lachine Canal and on the construction
of the Galops Rapids Canal. At one time he was inspec-
tor of railways for the Federal Government in British
Columbia.
Early in the present century, he was engaged in
hydrographie surveys on the St. Lawrence River, from
Kingston to Quebec. Later he was in charge of the
Government shipyard at Sorel. In 1908 he was called
to Ottawa as Deputy Minister of the Department of
Marine and Fisheries, later occupying the same posi-
tion with the Department of Naval Service. In 1922,
he became Deputy Minister of National Defence, :i
position which he occupied until he retired in 1932.
His high office designated him naturally as a mem-
ber of technical missions outside of Canada. In London,
150
March, 1943 THE ENGINEERING JOURN VI.
Dr. Georges J. Desbarats, M.E.I.C.
Dr.
Photo: Art. Roy, C.N.S.
A. E. Dubuc, M.E.I.C.
Dr. L. Austin Wright, M.E.I.C.
in 1913, he was Canadian plenipotentiary at the Inter-
national Wireless Conference. At Genoa, Italy, in 1922,
he represented Canada at the Seamen's Conference of
the League of Nations; in 1928, he was chief of the
Canadian delegation to the International Conference
on Civil Aviation, at Washington; at Antwerp. Bel-
gium, in 1930, he represented his country at the Inter-
national Conference on Aerial Navigation. No wonder
that such a voyageur should now be president of the
Canadian Geographical Society. He is also a member of
several other societies, particularly of The Engineering
Institute of Canada, of which he was president; he is
a charter and honorary member of the Âlumni Associa-
tion of Polytechnique.
Finally, it should be recalled that His Majesty King-
George V conferred upon him, in 1915, the decoration of
the Order of St. Michael and St. George. Since then, as has
been shown, Mr. Desbarats has lived up to this honour.
The Ecole Polytechnique wishes to show him its
admiration, and at its request the University of
Montreal is happy and proud to proclaim him, to-day.
Doctor of Applied Science "ad honorem."
Colonel Dubuc
Arthur-Edouard Dubuc is a Montrealer by birth, by
education and by engineering experience during the
first twenty-three years of his professional career. He
received his education at Mont Saint-Louis College
and at the Ecole Polytechnique. In 1901, he entered
the Dominic n Department of Public Works as assis-
tant engineer, soon becoming district engineer; in 1924,
he transferred to the Department of Railways and
Canals, first as superintendent, and later as chief
engineer. To him belongs credit for many outstanding
engineering works in Canada.
His competency was recognized, in 1936, when he
•was appointed vice-president and chief engineer of the
National Harbours Board, which administers the har-
bours of Halifax, Saint John. Quebec, Montreal and
Vancouver.
A distinguished engineer, Colonel Dubuc is also a
gallant soldier. He served during the First Great War
as captain, major, lieutenant-colonel and officer com-
manding the glorious 22nd Battalion. He was at Ypres,
Courcelette, Vimy, Amiens and Arras, to mention only
a few of the engagements. He was wounded three times,
and twice mentioned in despatches. He received the
decoration of the Distinguished Service Order and La
Croix de la Légion d'Honneur. Although he is now
demobilized, he continues to serve his country as
officer in command of the 1 1th Infantry Brigade (R.A.),
and continues his interest in pensions for, and re-
establishment of, soldiers. Since 1935, he has been
Honorary Aide-de-Camp to the Governor-General.
Colonel Dubuc is a member of the Associations of
professional engineers of Quebec and Ontario, and
since 1914 has been a member of the Alumni Associa-
tion of Polytechnique of which he was at one time vice-
president and later president. (He has also been a mem-
ber of The Engineering Institute of'Canada since 1899.)
Such achievements in life, both civil and military,
have reflected much credit upon his Alma Mater. The
University of Montreal, desirous of expressing its
gratitude, is particularly pleased to comply with the
request from the Ecole Polytechnique in proclaiming
Arthur-Edouard Dubuc, Doctor of Applied Science
"ad honorem."
Those present at the last annual banquet of the Institute
noted with pleasure the complimentary terms in which
Dr. Elliott, president of Purdue University, referred to the
value of the aid and information which United States offi-
cials had received from our general secretary, in his capacity
as assistant director of National Selective Service in Ottawa.
This co-operation, together with Mr. Wright's many con-
tacts with sister societies in the United States on behalf of
the Institute, no doubt led to the recognition of his achieve-
ments by one of the leading engineering schools in the
United States, the Rose Polytechnic Institute, Terre-Haute,
Indiana. He was not only invited to deliver the commence-
ment address there on February 13th, but was also honoured
with a degree of Doctor of Engineering. The subject he
chose for his address was "Vocation or Profession?"
In presenting Mr. Wright for his degree, the Chairman of
the Board of Management read the following citation:
Leslie Austin Wright, Mechanical Engineer
You graduated from the University of Toronto and
practiced your profession with signal success with
municipalities, public services and private corporations.
By reason of your attainments and your successes in
your profession, you were chosen for the high positions
you now hold as General Secretary of The Engineering
Institute of Canada and as Editor of The Engineering
Journal.
Because of your accomplishments in these fields and
your wide acquaintance and friendships with the
engineering fraternity, you were chosen to organize the
Wartime Bureau of Technical Personnel at Ottawa
under the auspices of the Department of Labour.
You held the honourable and difficult post of Assis-
tant Director of National Selective Service of the
Dominion of Canada, discharging its duties with
honour to yourself and with devotion to your country.
You have many devoted friends among engineers in
this country, and Rose Polytechnic Institute is hon-
oured in giving to you and in your acceptance from her,
of an honorary degree.
I am happy to present you, the honoured son of our
beloved sister nation on this continent, for the honorary
degree of Doctor of Engineering.
To our three most recent doctors, our members will
accord their hearty congratulations. R. J. D.
THE ENGINEERING JOURNAL March, 1943
151
NEWLY ELECTED OFFICERS OF THE INSTITUTE
Wilfred Proctor Brereton, m.e.i.c, is the new vice-
president of the Institute for the Western provinces. Born
at Bethany, Ont., he received his primary education at the
public and high schools of Port Hope, Ont., and studied
engineering at the University of Toronto, where he grad-
uated as a B.A.Sc. in 1903. Upon graduation he joined the
engineering staff of Heyl & Patterson, Pittsburgh, Pa.,
where he worked until 1904. From 1906 to 1912 he was
employed with Smith, Kerry and Chace, consulting engin-
eers, Toronto, as assistant engineer on the construction of
the hydro-electric plant for the city of Winnipeg and later as
resident manager at Portland, Ore., on the construction of a
hydro-electric power plant for the Mount Hood Railway
and Power Company. Later he became Commissioner for
the Winnipeg and St. Boniface Harbour Board.
In 1917 he was appointed city engineer at Winnipeg,
Man., and has occupied that position ever since. Mr.
Brereton was chairman of the Winnipeg Branch of the
Institute in 1918 and 1919 and he was a councillor of the
Institute in 1919, 1920 and 1921.
Lieut. -Colonel Le Roy Fraser Grant, m.e.i.c, was
elected a vice-president of the Institute representing the
province of Ontario at the annual meeting last month.
Colonel Grant is General Staff Officer at Military District
No. 3 Headquarters, Kingston.
Clement Kirkland McLeod, m.e.i.c, is the newly
elected vice-president of the Institute for the province of
Quebec. Mr. McLeod is managing director and chief
engineer of Walter Kidde & Company of Canada Limited,
Montreal, as well as engineering representative of the
Permutit Company of Canada Limited for the provinces
of Ontario, Quebec and the Maritimes.
Born in Montreal, he graduated from McGill University
with the degree of B.Sc. in chemical engineering in 1913,
and upon graduation became plant chemist with the
Canada Cement Company for the next three years. From
1916 to 1919 he was engaged on the inspection of explosives
with the Imperial Ministry of Munitions. In May, 1919,
he was appointed chief chemist for the Dominion Glass
Company and a year later became superintendent with
Consumers Glass Company. In May, 1921, Mr. McLeod
was with the Phoenix Bridge and Iron Works on design
and sales of structural steel work. When this firm was taken
over in October, 1923, by Canadian Vickers Limited, he
occupied a similar position with the new organization. Since
1925, Mr. McLeod has represented the Permutit Company,
Walter Kidde and Company and the American Hard
Rubber Company in eastern Canada, first as manager of
the Chemical Engineering Equipment Company, then as a
principal of Busfield McLeod Limited and in 1934 he
entered into business under his own name representing the
W. P. Brereton, M.E.I.C
Lt.-Col. L. F. Oant, M.E.I.C.
C. K. McLeod, M.E.I.C.
Born at Toronto, he attended the Royal Military College
and Queen's University, Kingston, obtaining a diploma with
honours from the former in 1905 and the degree of B.Sc.
from the latter in 1925. In 1910 he became registered as a
British Columbia Land Surveyor. From 1905 until 1909
he was engaged on railway work as draughtsman, levelman
and resident engineer successively on the Grand Trunk
Pacific Railway in British Columbia. He then became
associated with the firm of F. S. Clements and later with
that of Dutcher Maxwell and Company in Vancouver, B.C.
During four years he was with the Canadian Overseas
Railway Construction Corps as captain for two years and
later received the promotion to major, second in command
of the 5th Battalion, Canadian Railway Troops. On his
return to Canada he was engaged in surveying for three
years and he was made instructor in engineering at the
Royal Military College, in 1922, becoming associate professor
the following year. In 1940 he was appointed to his present
position.
In 1936-37 Colonel Grant was secretary-treasurer of the
Kingston Branch and in 1938, 1939 and 1940, he was a
councillor of the Institute.
same interests. He is an alderman for the City of West-
mount.
Mr. McLeod is very well known to the membership of the
Institute as a past secretary-treasurer of the Montreal
Branch, which office he held for ten years. He was chairman
of the Montreal Branch in 1939 and councillor of the
Institute in 1940, 1941 and 1942. He is a son of the late
Professor G H. McLeod, who for twenty-five years was
general secretary of the Institute.
Clarence Victor Christie, m.e.i.c, head of the department
of electrical engineering at McGill University, Montreal, is
the newly elected treasurer of the Institute. Born at Couva,
Trinidad, B.W.I. , he was educated at Dalhousie University,
Halifax, where he received the degree of B.A. in 1902, and
the following year was awarded the M.A. degree. In 1906
he graduated from McGill University with the degree of
B.Sc.
Following graduation, he was appointed lecturer at
McGill and in 1908 became assistant professor. In 1913 he
was appointed associate professor of electrical engineering
and in 1926 he succeeded the late Dr. L. A. Herdt, M.E.I.C,
152
March, 1913 THE ENGINEERING JOURN VI
C. V. Christie, M.E.I.C.
C. E. Webb, M.E.I.C.
as Macdonald professor of electrical engineering and head
of the department.
On many occasions, Professor Christie has acted as con-
sulting engineer for Shawinigan Water & Power Company
Limited and other firms and is recognized as an authority in
his field. His text-book on electrical engineering has been
widely used by students in universities both in Canada and
the United States.
He has always taken an active interest in the work of
engineering societies and in 1927 he was chairman of the
Montreal Branch of the Institute. He was a councillor of
the Institute in 1931, 1932 and 1933. Professor Christie was
vice-president of the American Institute of Electrical
Engineers in 1935-36.
Christopher Everest Webb, M.E.I.C, is the newly elected
councillor of the Institute representing the Vancouver
Branch. Mr. Webb is the district chief engineer for British
Columbia of the Dominion Water and Power Bureau of the
Department of Mines and Resources. He graduated from
the University of Toronto in 1910 with the degree of B.A.Sc.
and since 1913 he has been in the service of the Department.
From 1913 to 1918 he was assistant to the assistant chief
engineer and from 1918-25 he occupied the position of
assistant chief engineer. In 1925 he was appointed to his
present position.
In 1934 Mr. Webb received the degree of civil engineer
from the University of Toronto He was a member of the
Council of Association of Professional Engineers of the
Province of British Columbia in 1936 and in 1939 was
elected president of the Association. In 1940 he was appoint-
ed a member of the board of arbitration established by the
International Joint Commission to enquire into damages
suffered because of the diversion of Goat River, B.C.,
which formerly emptied into Kootenay Lake and now
empties into Kootenay River above the lake. He is at
present a member of the International Kootenay Lake
Board of Control.
Mr. Webb was chairman of the Vancouver Branch of the
Institute in 1940.
Edward Nelson, m.e.i.c, has been elected councillor of the
Institute representing the Edmonton Branch. Born at
Teddington, Middlesex, England, he was educated at
Bristol, England, and came to Canada as a youngster. He
later studied in Edmonton under Professor Muir Edwards
of the University of Alberta, and, from 1913 to 1920, he was
engaged in surveying work in 'the West. He joined the
Department of the Interior of the Dominion in 1920 and
did surveying work until 1924 when he entered the employ
of Northwestern Utilities Limited at Edmonton, the
company of which he is now chief engineer.
He was chairman of the Edmonton Branch of the
Institute in 1940.
Alexander Mcintosh Macgillivray, m.e.i.c, has been
elected councillor of the Institute representing the Saskat-
chewan Branch. Born at Antigonish, N.S., he received his
engineering education at St. Francis Xavier College,
Antigonish. He joined the Canadian Northern Railway in
1900 and during several years was engaged on construction
work in the maritime provinces.
He went to Manitoba in 1914, and in 1918 became division
engineer for the Canadian Government Railway at Port
tggm
E. Nelson, M.E.I.C. A. M . Macgillivray, M.E.I.C.
THE ENGINEERING JOURNAL March, 1943
H. G. O'Leary, M.E.I.C.
153
Geo. E. Medlar, M.E.I.C.
Arthur, Ont. In 1919 he became district engineer with
Canadian National Railways, at Saskatoon, Sask., a position
which he still holds.
Mr. Macgillivray was active on the executive of the
Saskatchewan Branch for several years.
Hugh Gordon O'Leary, M.E.i.c, was elected councillor of
the Institute representing the Lakehead Branch at the
annual meeting last month. Born at Lindsay, Ont., he
studied engineering at the University of Toronto where he
graduated with honours in 1904. Upon graduation he
joined the Transcontinental Railway and he was engaged
in surveying work until 1906 when he went with the Grand
Trunk Pacific Railway Company where he held the position
of resident engineer of the Lake Superior Branch from 1907
to 1909. In 1909, he returned to the Transcontinental
Railway as division engineer. In 1927 he became superin-
tendent with the Canadian National Railways at Fort
William, Ont., a position which he still holds.
Mr. O'Leary was chairman of the Lakehead Branch of the
Institute in 1940.
George Elmer Medlar, m.e.i.c, is the newly elected coun-
cillor of the Institute representing the Border Cities
Branch. Born in Wentworth County, Ont., he was educated
at the Hamilton public and high schools, later taking a
correspondence course in engineering and surveying. In
1908 to 1918 he was engaged in surveying work in Saskat-
chewan and Alberta. In the early part of 1919 he was with
the Hamilton Harbour Commission as assistant on surveys
and reports and later became assistant on sewers, water-
works and power dam development surveys at Timmins,
Ont. From 1920 to 1938 he was engineer in charge of -field
and office work with the Essex Border Utilities Commission
at Windsor, Ont., and in 1938 he became office engineer with
the Windsor Utilities Commission at Windsor, Ont., a
position which he still holds.
Mr. Medlar acted as secretary-treasurer of the Border
Cities Branch and he was chairman in 1941.
James Alfred Vance, m.e.i.c, engineer and contractor of
Woodstock, Ont., was re-elected councillor of the Institute
representing the London Branch at the annual meeting
last month. He has been a councillor representing his
Branch since 1933.
Born in the County of Oxford, Ont., he was educated at
the University of Toronto. On the death of his father in
1914 he took over the contracting business and became
responsible for the administration, engineering and con-
struction of steel and concrete highway bridges. From 1919
the business grew to include the design and construction of
factory buildings, sewers, dams and various concrete and
steel structures. Mr. Vance is at present the proprietor and
engineer of the firm of J. A. Vance, contractor, at Wood-
stock.
Mr. Vance has been active in Institute affairs for a great
many years. Lately he has represented the Institute on the
Engineers' Council for Professional Development Com-
mittee on Professional Recognition.
Harry Elmer Brandon, m.e.i.c, structural and mechan-
ical engineer with the Hydro-Electric Power Commission of
Ontario, has been elected councillor of the Institute
representing the Toronto Branch. He was born at Can-
H. E. Brandon, M.E.I.C
154
N. B. MacRostie, M.E.I.C.
March, 1943 THE ENGINEERING JOURNAL
A. Jackson, M.E.I.C. '
E. V. Gage, M.E.I.C.
nington, Ont., and was educated at the University of
Toronto where he was graduated in 1907. Upon graduation
he went with the Manitoba Bridge and Iron Works at
Winnipeg, and in 1910 joined the Vulcan Iron Works of
Winnipeg. From 1911 to 1915 he was chief engineer with
this firm, and from 1915 to 1919 he was overseas in active
service. In 1919 he joined the Hydro-Electric Power Com-
mission of Ontario as a structural and mechanical engineer
and is still with the Commission.
Mr. Brandon was chairman of the Toronto Branch of the
Institute in 1941.
Norman Barry MacRostie, M.E.I.C, has been elected a
councillor of the Institute representing the Ottawa Branch.
Born at Metcalfe, Ont., he 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 em-
ployed with J. B. McRae, consulting engineer, Ottawa, as
inspector on construction of a dam at High Falls, Que. In
1913 he joined the engineering department 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.
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 Mac-
Rostie, civil engineers and surveyors, Ottawa. Later he was
associated with the firm of MacRostie and White. At
present he is in practice on his own account.
Mr. MacRostie was chairman of the Ottawa Branch of
the Institute in 1942.
Arthur Jackson, m.e.i.c, professor of engineering drawing
at Queen's University, is the newly elected councillor of the
Institute representing the Kingston Branch. Born at
Hamilton, Ont., he received his primary education in the
local schools and from 1908 to 1912 he served an apprentice-
ship with Hamilton Bridge Works Company at Hamilton,
then went to Queen's University where he graduated in
1916 as a Bachelor of Science. He went overseas in the
summer of 1916 and served with the Royal Canadian
Engineers in France and Belgium until 1919. He joined the
staff of Manitoba Bridge and Iron Works at Winnipeg
upon his return to Canada in the summer of 1919. The
following year, he joined the staff of Queen's University as
an associate professor in engineering drawing, later becoming
professor, a position which he still holds.
Professor Jackson has been active on the executive of the
Kingston Branch for a great many years.
Edward Victor Gage, m.e.i.c, president of A. F. Byers
Construction Company, Montreal, has been elected a
councillor of the Institute representing the Montreal
Branch. Born at Pearceton, Que., he received his engineer-
ing education at McGill University and graduated in civil
engineering with the degree of B.Sc. in the class of 1915.
Upon graduation he joined the firm of the late A. F. Byers,
m.e.i.c, engineer and contractor, and has been with the
company ever since. Upon the death of Mr. Byers last year,
Mr. Gage became president of A. F. Byers Construction
Company, Limited.
He has been active in the Montreal Branch of the Insti-
tute for a great many years.
J. A. Lalonde, M.E.I.C.
THE ENGINEERING JOURNAL March, 1943
H. J. Ward, M.E.I.C.
155
John P. Mooney, M.E.I.C.
Chas. Scrymgeour, M.E.I.C.
Joseph Antonio Lalonde, M.E.I.C, was elected councillor
of the Institute representing the Montreal Branch at the
annual meeting last month. Born at Au Sable, Michigan,
he was educated at the Ecole Polytechnique, Montreal,
where he graduated in 1912. Upon graduation he spent a
few months on railway work with the North Railway Com-
pany at Hudson Bay. In 1913 he joined the staff of the
City of Outremont as assistant 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 Company from 1930 to 1939.
At that time he became manager and chief engineer of the
Quebec Paving Company, Montreal, and associated com-
panies. Last year he accepted a position as production
manager with Marine Industries Limited at Sorel, Que. He
has been professor in municipal engineering at Ecole
Polytechnique since 1926.
Mr. Lalonde was chairman of the Montreal Branch of
the Institute in 1942.
Hagersville, Ont., he was educated at the University of
Toronto where he graduated in 1921. From 1921 to 1923
he was service manager for Wagner Electric Corporation at
Toronto, Ont. In 1923 he joined the staff of the Aluminum
Company of Canada Limited at Toronto as assistant
engineer. In 1926 he was transferred to Arvida, Que., as
assistant engineer in the electrical department.
Mr. Ward was chairman of the Saguenay Branch of the
Institute in 1940-41.
John Patrick Mooney, M.E.I.C, is the newly elected
councillor of the Institute representing the Saint John
Branch. Born at Saint John, N.B., he was educated at the
University of New Brunswick where he received the degree
of B.Sc. in 1916. Upon graduation he entered the employ of
B. Mooney and Sons, general contractors at Saint John.
In 1919 he became manager of the company still retaining
this position when the firm name was later changed to
Mooney Construction Company.
Mr. Mooney was chairman of the Saint John Branch of
the Institute in 1940.
Herbert James Ward, M.E.I.C, is the newly elected coun-
cillor of the Institute representing the St. Maurice Valley
Branch. Born and educated in England, Mr. Ward joined
the Shawinigan Water & Power Company Limited at
Shawinigan Falls, Que., in 1911, and has been employed
with the firm ever since. From 1915 he was assistant city
engineer of Shawinigan Falls. Mr. Ward has been con-
nected with the hydro-electric development in the Valley
since the earliest days and he now holds the position of"
superintendent of property of the companv at Shawinigan
Falls.
Mr. Ward was chairman of the St. Maurice Valley Branch
of the Institute in 1938.
John Wilmot Ward, m.e.i.c, has been elected councillor of
the Institute representing the Saguenay Branch. Born at
Charles Scrymgeour, m.e.i.c, refinery engineer with
Imperial Oil Limited at Dartmouth, N.S., is the newly
elected councillor of the Halifax Branch of the Institute.
Born and educated at Liverpool, England, he served his
apprenticeship with Jas. Buchanan & Sons, Ltd., engineers
at Liverpool. During the last war he was employed in the
manufacture of munitions for the same firm and later for the
Austin Motor Company at Birmingham. He came to
Canada in 1919 and joined the Acadia Sugar Refining Co.
Ltd., at Woodside, N.S., as a draughtsman. In 1921 he
went with Imperial Oil Refineries Limited at Dartmouth,
N.S., becoming assistant refinery engineer in 1926. In
1929 he was appointed refinery engineer a position which he
still holds.
Mr. Scrymgeour was chairman of the Halifax Branch of
the Institute in 1940.
JANUARY JOURNALS REQUIRED
There has been an unusual demand for extra copies of the
January, 1943, issue of The Engineering Journal and it would
be appreciated if members who do not retain their copies
Avould return them to Headquarters, at 2050 Mansfield
Street, Montreal, Que.
156
March, 1943 THE ENGINEERING JOURN VI
INSTITUTE PRIZE WINNERS
Henry Girdlestone Acres, m.e.i.c, consulting engineer,
H. G. Acres and Company, Niagara Falls, Ont., is one of
the recipients for 1942 of the Julian C. Smith Medal
awarded by the Institute "for achievement in the develop-
ment of Canada."
The citation, read upon presentation of the medal to Dr.
Acres at the annual banquet is as follows:
"A distinguished graduate of the University of Toronto
where he was awarded a doctor's degree in 1924, Henry
Girdlestone Acres began his association with power develop-
ment with Canadian Niagara Power Company in 1903. In
1911 he became the chief hydraulic engineer. During the
next twelve years he dealt with installations having a total
capacity of over a million horsepower. In 1924 he began his
consulting practice. His sphere of activity has included
work in Quebec, New Brunswick, Alberta, Saskatchewan,
Newfoundland, India and South America.
Dr. Acres has taken such a leading part in the develop-
ment of our power resources that it would seem especially
fitting for The Engineering Institute of Canada to recognize
his achievements and professional eminence."
Robert Melville Smith, m.e.i.c, deputy minister of the
Department of Highways for the province of Ontario, is
one of the recipients for 1942 of the Julian C. Smith Medal
awarded by the Institute "for achievement in the develop-
ment of Canada." Mr. Smith could not be present at the
annual banquet to receive his medal. The citation which
accompanies the award reads as follows:
"The successful development of the admirable highway
system of Ontario during the past twenty years has been in
no small measure due to the supervisory work of Robert
Melville Smith, first as chief engineer and then deputy
minister of highways, and since 1935 as deputy minister of
the combined Departments of Highways and Northern
Development. In these capacities his administration has
been far-sighted and economical. He has been called in as
consultant on many important projects, among which may
be mentioned the extensive programme of the Grand River
Conservation Commission and the Alaska Highway.
Mr. Smith is a distinguished alumnus of Queen's Univer-
sity where he graduated in 1914. Since then his time has
been devoted to the public service, in which he has gained
a well-earned reputation as one of the leading Canadian
authorities on highway problems. He has indeed 'rendered
outstanding service in furthering the development of
Canada'."
Dr. Stanley Dale Lash, m.e.i.c, has been awarded the
Gzowski Medal of the Institute for 1942, for his paper,
"The Analysis and Design of Rectangular Reinforced
Concrete Slabs Supported on Four Sides," published in
the September 1941 issue of The Engineering Journal.
Born at Sheffield, England, Dr. Lash is an honour graduate
of the City and Guilds Engineering College, London,
England, and a Ph.D. of the University of Birmingham.
He came to Canada in 1929 as draughtsman with the
Northern Electric Company of Montreal, and later was
employed with the Dominion Reinforcing Steel Company,
Limited, Montreal. In 1930, he went to Vancouver as a
structural detailer with the British Columbia Electric
Railway Company, Limited. From 1931 to 1933 he did
post-graduate work at the University of Birmingham,
and from 1933 to 1935 he worked as a research assistant
with the Steel Structures Research Committee in England.
Returning to Canada in 1935, he was instructor in civil
engineering at the University of British Columbia until
1938, when he joined the National Research Council at
Ottawa as a junior engineer. Later Dr. Lash was acting
secretary of the National Building Code project with the
National Research Council. In 1941 he joined the teaching
staff at Queen's University as a lecturer in civil engineering
and last year he became assistant professor of civil engin-
eering. Dr. Lash is a frequent contributor to The Engineering
Journal.
John Henry Maude, m.e.i.c, chief designer of the Mining,
Metals and Plastics Machinery Department of the Domin-
ion Engineering Company, Montreal, is the recipient of
the Duggan Medal and Prize of the Institute for 1942, for
his paper on "The New Oil-Hydraulic Press in Munitions
Manufacture" presented at the annual meeting of the
Institute in 1942 and published in the February, 1942 issue
of The Engineering Journal.
Born at Manchester, England, he was educated at the
Manchester College of Technology, and served an appren-
ticeship with Sir W. G. Armstrong Whitworth at Man-
chester. From 1917 to 1924 he was employed as a draughts-
man and designer for the general engineering department
of Sir W. G. Armstrong Whitworth, and from 1924 to 1929
he was leading designer with Messrs. Yickers Armstrong,
Manchester.
Mr. Maude came to Canada in 1929 as a mechanical
engineer with Dominion Bridge Company Limited at
Lachine, Que., later transferring to the Dominion Engineer-
ing Company Limited. He is the patentee and co-patentee
of the numerous devices used on the presses manufactured
by his company. Since the outbreak of war he has been
particularly responsible for the design and development of
the modern hydraulic presses used in the manufacture of
shell cases.
H. G. Acres, M.E.I.C. R. M. SMITH, M.E.I.C.
THE ENGINEERING JOURNAL March, 1943
S. D. Lash, M.e.i.c.
157
J. H. Maude, M.E.I.C.
E. A. Alleut, M.E.I.C.
Paul Billingsley, M.C.I.M.M.
Edgar Alfred Alleut, M.E.I.C, professor of mechanical
engineering at the University of Toronto, is the recipient
of the Plummer Medal of the Institute for 1942, for his
paper, "Producer Gas for Motor Transport" published in
the April, 1942 issue of The Engineering Journal. Born at
Birmingham, England, he was educated at the University
of Birmingham where he received the degree of B.Sc. in
engineering with honours in 1908 and the degree of M.Sc.
in engineering in 1909. From 1908 to 1910 he was research
scholar at the University of Birmingham. From 1910 to
1913 he was assistant engineer with the Humphrey Pump
Company at Westminster, England, and in 1913 he became
manager in the engineering and testing machine department
of W. & T. Avery Limited, Birmingham. From 1917 to
1921 he was chief inspector of materials with the Austin
Motor Company at Birmingham. Professor Alleut came
to Canada in 1921 as associate professor of mechanical
engineering at the University of Toronto, and in 1931 he
became professor of mechanical engineering. In 1930
Professor Alleut was awarded the Herbert Akroyd
Stuart prize of the Institution of Mechanical Engineers,
London, England, for the best paper published in their
Proceedings during the years 1927-28 and 1929, on the
general subject of the origin and development of heavy
oil engines. This was the first time that one of the Herbert
Akroyd Stuart prizes had been awarded outside of Great
Britain.
Professor Alleut is technical advisory editor of Manufac-
turing and Industrial Engineering a monthly publication
from Toronto, and chairman of the sub-committee on
Producer Gas of the National Research Council. He is also
a member of the Institute's committees on Industrial
Relations and International Relations.
Paul Billingsley, M.C.I.M.M., is the joint winner of the
Leonard Medal of the Institute for 1942 for his paper
written in co-operation with Mr. C. B. Hume on "Ore
Deposits of Nickel Plate Mountain," published in the
May 1941 issue of The Canadian Mining and Metallurgical
Bulletin. Mr. Billingsley is a consulting geologist of
Burton, Wash.
Chamberlain Bruce Hume, M.C.I.M.M., joint winner of
the Leonard Medal of the Institute for 1942, was born at
Revelstoke, B.C. He was educated at Mount Allison
University, Sackville, N.B., and Nova Scotia Technical
College, Halifax, where he received the degree of B.Sc. in
mining engineering in 1930. From 1930 to 1932 he was
engaged in highway construction work in British Columbia
and he did prospecting work in the- Caribou district, B.C.
Since 1934 he has been with the Kelowna Exploration
Company at Hedley, B.C., and is now chief engineer and
resident geologist in charge of operations at the Nickel
Plate mine.
Robert John Graham Schofield, Jr.E.l.C, has been
awarded the John Galbraith Prize of the Institute for
1942. He received his early education in Winnipeg, Toronto
and Montreal West. He entered McGill University in
1929 and graduated in 1935 with the degree of Bachelor of
Engineering in chemical engineering. Upon graduation he
went with Brunner Mond (Canada) Ltd., at Amherstburg,
Ont. In 1936 he joined Canadian Cottons Limited, and
spent two years in their Milltown, N.B. branch and was
then transferred to their mill in Hamilton, Ont., where he is
at present located.
C. B. Hume, M.C.I.M.M.
158
R. J. G. Schofield, Jr.E.I.C. René Dansereau, S.E.I.C.
March, 1943 THE ENGINEERING JOURNAL
Paul O. Freeman, S.E.l.c.
René Dansereau, s.E.l.c, has been awarded the Ernest
Marceau Prize of the Institute for 1942 for his paper on
"Etude comparative de la construction par rivure et par
soudure d'un pont-route en acier." Mr. Dansereau received
his early education at Mont Saint-Louis College, Montreal
and is a graduate of Ecole Polytechnique in the class of
1942. During vacations he worked for several firms of
contractors as inspector and draughtsman and was with
the Dominion Bridge Company, Limited, for a time.
Mr. Dansereau is now a Pilot Officer in the R.C.A.F. in
training at Rivers, Man.
Paul O. Freeman, s.E.l.c, was awarded the Phelps
Johnson Prize of the Institute for 1942 for his paper on
"Cold Rivetting — Its Principles, Procedure and Advant-
ages." He received his primary education at the Montreal
West High School and is at present in his final year of civil
engineering at McGill University. During college vacations
he has been employed at the Angus Shops of the Canadian
Pacific Railway Company, and with the Dominion Bridge
Company.
MEETINGS OF COUNCIL
The Annual Meeting of the Council of the Institute was
held at the Royal York Hotel, Toronto, on Wednesday,
February 10th, 1943, convening at ten o'clock a.m.
Present: President C. R. Young (Toronto) in the chair;
Past -Presidents T. H. Hogg (Toronto) and C. J. Mackenzie
(Ottawa); Vice-Presidents deGaspé Beaubien (Montreal),
K. M. Cameron (Ottawa), Hector Cimon (Quebec), J. L.
Lang (Sault Ste. Marie), and G. G. Murdoch (Saint John);
Councillors J. E. Armstrong (Montreal); J. M. Fleming
(Port Arthur), E. D. Gray-Donald (Quebec), J. G. Hall
(Montreal), R. E. Heartz (Montreal), W. G. Hunt (Mont-
real), E. M. Krebser (Walkerville), N. MacNicol (Toronto),
C. K. McLeod (Montreal), A. W. F. McQueen (Niagara
Falls), A. E. Pickering (Sault Ste. Marie), G. M. Pitts
(Montreal), H. R. Sills (Peterborough), J. A. Vance
(London), and A. O.Wolff (Saint John); Vice-President
Elect L. F. Grant (Kingston); Councillors-Elect H. E.
Brandon (Toronto), E. V. Gage (Montreal), A. Jackson
(Kingston), N. B. MacRostie (Ottawa), and H. J. Ward
(St. Maurice Valley). Treasurer E. G. M. Cape (Montreal),
Secretary-Emeritus R. J. Durley, General Secretary L.
Austin Wright, and Assistant General Secretary Louis
Trudel.
There were also present by invitation — Past-Presidents
J. B. Challies (Montreal), J. M. R. Fairbairn (Peter-
borough), and 0. O. Lefebvre (Montreal); Past-Vice-
President H. E. T. Haultain (Toronto); Past-Councillor
Huet Massue (Montreal); T. S. Glover, chairman, Hamilton
Branch; R. S. Eadie, chairman, Montreal Branch; René
Dupuis, chairman, and. Paul Vincent, secretary, Quebec
Branch; J. T. Farmer (Montreal), chairman, Duggan
Medal and Prize Committee; G. A. Gaherty (Montreal),
chairman, Committee on Western Water Problems; S. R.
Frost, member of Membership Committee; W. S. Wilson,
chairman of the Toronto Branch and chairman of the
Annual Meeting Committee.
After extending a cordial welcome to all councillors and
guests, President Young asked each person to rise and
introduce himself to the meeting.
President Young explained that this proposed "Canons
of Ethics" had been prepared by a special committee of
the Engineers' Council for Professional Development
(E.C.P.D.), under the chairmanship of Dr. Dugald Jackson.
The committee had realized that undoubtedly there would
be some criticism regarding the length of the document,
but it had felt that it would be very useful to young
engineers if these principles of ethics were set forth in a
little more detail than in the ordinary short codes. The
committee was co-operating with the E.C.P.D. committee
on Professional Training which is particularly concerned
with the progress of young engineers in the post-graduate
years. It was felt that such a document would serve a very
useful purpose in pointing out to young engineers certain
pitfalls which might not be revealed in a shorter code. If
any organization wished to have a shorter code, an abstract
could be prepared.
The proposed "Canons of Ethics" had been sent out to
all members of Council with a request for comments, and
the general secretary reported that replies had been received
from seven members. These replies varied somewhat — some
expressed approval, others made some comment, and one
or two had made constructive suggestions. The general
opinion appeared to be that the document was too long,
although it was admitted that it might be necessary to
include all the items in order to accomplish the desired
result.
At the president's request, the general secretary gave a
summary of the replies received and after some discussion,
on the motion of Mr. Pitts, seconded by Mr. Gray-Donald,
it was unanimously resolved that the president appoint a
small committee to study the proposed "Canons of Ethics"
and the replies received from councillors, and prepare a
report for submission to Council.
Dr. Challies, chairman, of the Institute's Committee on
Professional Interests, reported that in Manitoba the
Council of the Association of Professional Engineers and
the executive of the Winnipeg Branch of the Institute had
approved a form of co-operative agreement, which was
acceptable to the Committee on Professional Interests.
This was noted with satisfaction, and the hope was
expressed that the agreement would be consummated at an
early date. It was explained that at the moment the Council
of the Association feels that as many of its members are
overseas, a ballot to obtain approval of the agreement from
the membership should not be taken until after the war.
Following some discussion, on the motion of Mr. Vance,
seconded by Mr. Wolff, it was unanimously resolved that
Council should express to the Association its appreciation
of the progress which has been made, and inform them that
Council is prepared to send out the Institute ballot to
members in Manitoba concurrently with a similar action
by the Association, at any time acceptable to the Associa-
tion and the Winnipeg branch.
President Young introduced the topic of affiliation with
sister societies by explaining the sequence of events prior
to the recent authorization by the Board of Direction of the
American Institute of Electrical Engineers (A.I.E.E.) of a
new section in the city of Montreal. He informed Council
that he had gone to New York to discuss this matter with
Mr. Osborne, the president of the A.I.E.E., with whom the
situation was reviewed thoroughly and the Institute's policy
and aspirations were explained in detail. In President
Young's opinion, additional sections of American societies
in Canada would be unfortunate inasmuch as thev would
THE ENGINEERING JOURNAL March, 1943
159
confuse and retard the efforts of the Institute to simplify
and coordinate organized engineering in Canada. The presi-
dent emphasized to Mr. Osborne the seriousness of this
development, not only from the point of view of the
Institute, but the whole profession, and suggested to him
that the A.I.E.E. take no action with regard to the applica-
tion for the section until the two societies had had an
opportunity to survey the situation to see if some other-
amicable and equally advantageous arrangement might be
evolved.
While at that time Mr. Osborne agreed that some
co-operative basis of operation might be evolved which
would work out to the mutual advantage of both organiza-
tions, President Young had received, a few days previous
to this Council meeting, a letter from Mr. Osborne stating
that the A.I.E.E. Board had unanimously decided to grant
section status to the Montreal members. The latter from
President Osborne and the brief acknowledgment of Presi-
dent Young were read to the meeting.
At the request of the president, Past-President J. B.
Challies summarized recent developments referring to the
viewpoint of several senior Montreal members of the
A.I.E.E. who had approached him in the matter and
expressed strong disapproval of the proposed section. He
pointed out the difficulties which would face organized
engineering in Canada if all the American societies decided
to operate sections in various parts of Canada, particularly
if these societies attempted to enter the Canadian univer-
sities and organize student chapters.
Mr. Challies stated that the recent action of the Board
of the A.I.E.E. posed a problem for the E.I.C. which must
be considered dispassionately from a long-term viewpoint,
and in its broadest aspect. He thought the time had come
when the Institute should consider the advisability of
obtaining authority by an appropriate new by-law, similar
to the by-law authorizing co-operative agreements with the
provincial professional associations that would permit the
Council to enter into co-operative agreements with British,
American or Canadian professional engineering bodies,
covering joint meetings; reciprocal membership privileges;
availability at reduced cost of society publications, etc., etc.,
all for the purpose of promoting the best interests of the
engineering profession in Canada.
Past-President Dean Mackenzie stated that he thought
there was a great danger in the movement which had been
started, particularly if it gets into the universities. He
expressed the view that there was a definite value in mem-
bership in the American societies, but these values were
principally in the publications. He agreed with Mr. Challies
that the situation should be canvassed with dignity and
consideration in order to find a satisfactory solution. Past-
Presidents Fairbairn and Lefebvre were also of the opinion
that the profession would suffer in a development of segre-
gation and that everything should be done to avoid it.
Past-President Lefebvre pointed out that the engineers are
the only profession that allowed themselves to be divided
in their societies.
It was the unanimous opinion of the members present at
the meeting that an immediate survey be made of the
Institute's relations with other engineering societies and
that at the same time a study be made as to the best way
for improving these relations in the future and possibly of
codifying them through co-operative agreements similar
in general setup to those that have been entered into
between the Institute and the provincial professional asso-
ciations.
A motion made by Vice-President Beaubien and seconded
by Councillor Armstrong was unanimously agreed to — that
the incoming president select a committee to advise Council
as to what action woidd be appropriate under the circum-
stances and to do so with the least practicable delay.
Mr. Hall reviewed the work of the Membership Com-
mittee during the past year and commented briefly on the
various items which had received consideration by the
committee, including branch affiliates, Institute affiliates,
membership in provincial professional associations, branch
recommendations with particular reference to the waiving
of examinations, and the whole question of the method of
dealing with applications. His committee had reported on
the various items, and there was now before Council a
report which included a proposed "Memorandum to branch
executives — re qualifications for membership," together
with a suggested form for the use of branch membership or
executive committees in summarizing all available inform-
ation regarding an applicant. A copy of this memorandum
had been sent to all members of Council and councillors-
elect with a request for comments.
Mr. Hall's committee would like to see this form used
by the branch committees, and would also like to see some
central committee appointed to study applications before
they are presented to Council.
Colonel Cape expressed his appreciation of this very
comprehensive report. In his opinion more information
should be available to members of Council, including details
of the examinations which have to be passed, and a list of
the schools which are recognized by Council.
Mr. Gray-Donald pointed out that the requirements for
the various classes of membership as described in the by-
laws, were the minimum requirements in each case. He felt
that Council was perhaps too lenient in admitting to cor-
porate membership applicants who only just fulfil the
requirements. Membership in the Institute was not "per-
mission to practise," but such membership gave a definite
standing in the profession which took a certain length of
time to acquire.
Following some further discussion, on the motion of Mr.
Hall, seconded by Mr. Armstrong, it was unanimously
resolved that the report of the Membership Committee be
approved, and that the proposed memorandum be sent out
to all branch executives with a request that they operate
under it for one year as a trial.
A letter was presented from the Toronto Branch advising
that that branch had given consideration to the use on the
Institute letterhead of the words "Incorporated 1887 as
The Canadian Society of Civil Engineers." There appeared
to be a feeling among certain engineers that the Institute
is being operated mainly by and for the benefit of civil
engineers rather than for the whole engineering profession.
To counteract this, the Toronto Branch feels that unless
there is some special reason for retaining those words on the
letterhead, it would be desirable to omit them.
The general secretary reported that on receipt of this
letter, he had consulted the Institute's counsel who had
advised that it would be in order for the Institute to retain
on its letterhead and other documents the words "Incor-
porated 1887" andr at the same time, eliminate the words
"as The Canadian Society of Civil Engineers". The fact
that the Canadian Society of Civil Engineers had changed
its name to the Engineering Institute of Canada, did not
in any way affect the date of its incorporation.
On the motion of Mr. MacRostie, seconded by Mr.
Heartz, it was unanimously resolved that the words "as
The Canadian Society of Civil Engineers" be deleted from
the Institute letterhead and other documents.
The general secretary read the following letter which had
just been received from the Assistant Dean and Secretary
of the Faculty of Applied Science and Engineering at the
University of Toronto :
"The report of the Committee on Industrial Relations
of the Engineering Institute of Canada has been con-
sidered and studied for some time by the Committee on
Policy of the Council of the Faculty of Applied Science
and Engineering.
"The Council at its meeting of February 1, 1943,
recorded in its minutes its sympathetic approval of the
attention being devoted to Industrial Relations by
the Engineering Institute of Canada, and directed
that the Institute be advised of the importance with
160
March, 1943 THE ENGINEERING JOURNAL
which the Council views the work presently conducted
in the Faculty in this field. The Council has appointed
a comittee to investigate the desirability and possibility
of extending this work, and of initiating instruction in
the general field of Industrial (or Administrative)
Engineering."
Dr. Challies commented on the appointment of Robert
E. Laidlaw, K.C., as judge on the Appellate Division of the
Supreme Court of Ontario. He pointed out that Mr. Laid-
law had been graduated as a civil engineer from the Univer-
sity of Toronto in 1915. He had entered Osgoode Hall the
following year, and was called to the bar of Ontario in 1919.
He has had a distinguished career, and in association with
Dean C. R. Young was co-author of the only text book in
Canada on Engineering Law. Dr. Challies suggested that a
letter from the president to his associate, congratulating
him on his appointment, would be most appropriate.
President Young was quite sure that Mr. Justice Laidlaw
would be delighted to receive such an appreciation from the
Council of the Institute. Although he had not practised
engineering for a number of years, he was still keenly
interested in engineers and engineering. He is a man of
extraordinary capacity and one of the leading lawyers of
the province. Accordingly, on the motion of Mr. Vance, a
class-mate of Mr. Laidlaw, seconded by Mr. Hall, it was
unanimously resolved that a letter congratulating him on
his recent appointment, and expressing the good wishes of
Council, be sent to Mr. Justice Laidlaw.
A number of applications were considered, and the
following elections and transfers were effected:
Admissions
Members 11
Junior 1
Students 32
Affiliates 6
Transfers
Junior to Member 6
Student to Member 6
Student to Junior 13
The president announced that a meeting of the new
Council, to which all retiring councillors are invited, would
be held on Thursday, February 11th, at four o'clock p.m.
The Council rose at one fifteen p.m.
A meeting of the Council of the Institute was held at
the Royal York Hotel, Toronto, on Thursday, February
11th, 1943, at four o'clock p.m.
Present: President K. M. Cameron in the chair; Past-
President C. R. Young; Vice-Presidents Hector Cimon, L.
F. Grant, J. L. Lang and G. G. Murdoch; Councillors J. E.
Armstrong, H. E. Brandon, E. V. Gage, E. D. Gray-Donald,
R. E. Heartz, W. G. Hunt, A. Jackson, N. B. MacRostie,
A. E. Pickering, G. M. Pitts, H. R. Sills, J. A. Vance and
H. J. Ward; Past-Councillor A. 0. Wolff; Colonel E.-G. M.
Cape; H. F. Bennett, chairman of the Committee on the
Young Engineer; R. S. Eadie, chairman of the Montreal
Branch; Colonel George Beecroft, Military Advisor to the
Wartime Bureau of Technical Personnel; Secretary-
Emeritus R. J. Durley, General Secretary L. Austin Wright
and Assistant General Secretary Louis Trudel.
In opening the meeting Mr. Cameron thanked the coun-
cillors for attending, and expressed the hope that the
Council would have a very profitable and constructive year.
On the motion of Mr. Vance, seconded by Mr. Cimon, it
was unanimously resolved that L. Austin Wright be
reappointed general secretary of the Institute.
On the motion of Mr. Gray-Donald, seconded by Colonel
Grant, it was unanimously resolved that Professor C. V.
Christie be appointed treasurer of the Institute.
Before reporting on the work of his committee on the
Training and Welfare of the Young Engineer, Mr. Bennett,
as a member of Mr. Cameron's staff for many years,
extended, on behalf of the staff of the Department of Public
Works of Canada, congratulations to Mr. Cameron on his
election to the presidency of The Engineering Institute of
Canada. He expressed the hope that his efforts would be
crowned with the same success that the Institute has had
in recent years.
Although he had nothing of special importance to report
regarding the work of this committee, Mr. Bennett stated
that he was definitely pleased with the activities of the
branches in the matter of student guidance. Student
guidance committees had been appointed by all of the
branches except three, namely, the Cape Breton Branch
which was being looked after in that regard by the Com-
mittee of the Halifax Branch; the Moncton Branch which
is represented on the main committee by Dean McKiel, and
the Lethbridge Branch which is really the only branch not
represented. Three active members from the Quebec Branch
were in attendance at this annual general meeting. Through
the courtesy of the Shawinigan Water and Power Company,
the committee had been provided with a French translation
of the booklet, "The Profession of Engineering in Canada."
These have been distributed to French schools and the
reaction has been very favourable — equally or more so than
in the English schools. During the past year the committee
has had many enquiries from individual students asking for
additional information — a very definite evidence that the
money and effort expended has been effective. In Mr.
Bennett's opinion, it will continue to be so as the work of
the student guidance committees is really just getting under
way.
Regarding the matter of government aid to university
students which had been brought up at the Council meeting
in Niagara Falls in October, Mr. Bennett had discussed
this with interested parties and there seemed to be no
reason why engineering education should not be included
in such an arrangement after the war. As the Wartime
Bureau of Technical Personnel might be dissolved after the
war, it was felt that the matter should be followed up by
The Engineering Institute of Canada. Accordingly, his
committee will keep in touch with any movement along
this line and will have something to present to the govern-
ment in the future.
Mr. Bennett then touched briefly on the committee's
work among the junior engineers. A junior section had
recently been formed in the Toronto Branch, and he has
agreed to address the group in March or April. Mr. Bennett
expressed the hope that the older engineers would make a
special effort to help these younger engineers by getting
them interested in branch activities. He suggested that
something might be published in the nature of a personal
message from the president of The Engineering Institute of
Canada to be presented to young engineering graduates
when entering the profession.
Dean Young stated that it had been suggested to him
that the Institute would be rendering a very great service
to the engineering profession in Canada if every applicant
for admission to an engineering school could be furnished
with a copy of the booklet "The Engineering Profession in
Canada." In his opinion this suggestion should receive
careful consideration, and he suggested that the Finance
Committee be consulted with regard to the possibility of
undertaking this additional expense. Mr. Bennett pointed
out that his committee had about five thousand copies of
the booklet on hand so that such a distribution would not
involve any additional expense for this year at least. Follow-
ing some discussion it was unanimously resolved that the
suggestion be referred to Mr. Bennett's committee for the
necessary action and for possible consultation with the
Finance Committee should it be decided to continue such a
programme into another year.
Mr. Cameron expressed appreciation of Mr. Bennett's
remarks regarding himself. He had had occasion to be par-
ticularly proud of the engineers in the government service,
THE ENGINEERING JOURNAL March, 1943
161
and especially his colleagues in his own department. He
hoped the association would continue for many years.
The motion passed at the Annual Meeting of Council on
the 10th was presented to this meeting for consideration.
This motion stated that a committee to consider Institute
policy relative to other professional engineering bodies, and
in particular the American Institute of Electrical Engineers
(A.I.E.E.), be selected by the incoming president.
Dean Young again outlined the developments leading up
to the establishment of the A.I.E.E. section in Montreal
and again emphasized the opinion of President Osborne of
the A.I.E.E. that there might be established some affiliation
between the members of both groups. A very full discussion
followed in which Messrs. Young, Sills, Eadie, Armstrong,
Gray-Donald, Heartz, Pitts and the president took part.
Mr. Eadie spoke of the situation from the point of view of
the Montreal Branch of the Institute, and indicated that
the branch felt that the matter was one of national import-
ance rather than local and therefore was inclined to wait
for some guidance or leadership from Council before going
into the situation locally. Finally, it was moved by Past-
President Young, seconded by Councillor Armstrong, and
unanimously agreed, that President Cameron be authorized
to select an appropriate committee to examine the whole
question of the Institute's relations with engineering bodies,
and in particular the A.I.E.E., and to report to Council at
the earliest opportunity regarding ways and means for
evolving a programme and a policy for the Institute that
will guarantee its position as the national engineering body,
and that will best promote the general interest of the pro-
fession in Canada.
President Cameron briefly outlined some of the com-
plaints which have come to the Institute with regard to
rank and professional remuneration for engineers in the
armed services. In the discussion which followed, many
councillors participated and a special contribution was
made by a friend of the Institute who was particularly well
informed on these matters.
Council was sufficiently impressed with the seriousness
of the situation that it was agreed that the president should
name a committee to examine conditions, with particular
reference to professional recognition and the establishment
of a Corps similar to that working so effectively in the
Imperial Armv, known as the Royal Electrical and Mechani-
cal Engineers* (R.E.M.E.).
It was agreed that the recommendations of this committee
would be taken up vigorously with the proper authorities
in order to obtain for the members of the profession equality
of treatment with other professions and at the same time
increase the efficiency of those divisions of the forces which
employ engineers professionally.
Councillor MacRostie drew the Council's attention to
the fact that the government had set up, on behalf of the
Treasury Board, an Advisory Committee to inquire into
and report to the Board in respect of conditions of work
and remuneration for employees in the Civil Service. Mr.
MacRostie referred to the fact that many engineers in the
government service are getting less pay than artisans. He
thought the Council of the Institute should appoint a com-
mittee to study this whole question and, based on the
committee's report, make a recommendation to the Advis-
ory Committee referred to in Order-in-Council No. P.C.
2/584.
It was emphasized by different persons that some of the
better qualified engineers were refusing to enter or were
leaving the government service because of the inadequacy
of the remuneration. The meeting thought this was putting
a handicap on government operations and that a proper
survey of the situation would indicate that it would be
more economical if the government could retain a larger
percentage of the highly trained engineers. On the motion
of Mr. MacRostie, seconded by Mr. Vance, it was agreed
that such a committee should be appointed.
On the motion of Mr. MacRostie, seconded by Mr.
Murdoch, it was unanimously resolved that a hearty vote
of thanks and an expression of appreciation be extended to
the Toronto Branch and the Annual Meeting Committee
for their hospitality during the Annual General Meeting.
On the motion of Mr. Vance, seconded by Mr. Armstrong,
it was unanimously resolved that the thanks of Council be
extended to the retiring president, the retiring councillors,
and the retiring treasurer for their unselfish service. The
Institute was greatly indebted to Dean Young for his
excellent leadership during these trying times.
The Council rose at six fifteen p.m.
ELECTIONS AND TRANSFERS
At the meeting of Council held on February 10th, 1943, the follow-
ing elections and transfers were effected:
Members
Bjarnason, Barney Sveinn, B.Sc. (Elec), (Univ. of Man.), test engr.,
Radio Inspection and Test Dept., Research Enterprises, Ltd.,
Leaside, Ont.
Finch, Gordon Holbrook, B.Sc. (Elec), (Univ. of Man.), sales engr.,
Canadian Westinghouse Co. Ltd., Ottawa, Ont.
Frost, John George, chief dftsmn., Power Corp. of Canada, Ltd.,
Montreal, Que.
Hanlon, John Edward, B.A.Sc, (Univ. of Toronto), 2053 Metcalfe
St., Montreal, Que.
Labrecque, Henri, B.A.Sc, CE., (Ecole Polytechnique), consltng.
engr., and professor, Ecole Polytechnique, Montreal, Que.
MacKay, Ernest, B.A.Sc, CE., (Ecole Polytechnique), professor,
Ecole Polytechnique, Montreal, Que.
Robert, René Antonio, B.A.Sc, CE., (Ecole Polytechnique), asst.,
Physics Laboratory, Ecole Polytechnique, Montreal, Que.
Junior
Boux, John William, B.Sc. (Civil), (Univ. of Man.), staff engr., airport
divn., Macdonald Bros. Aircraft, St. James, Man.
Affiliates
Keane, Edward Joseph, director and chief engr., Paul Curran Ltd.i
(Canada), Montreal, Que.
Lawton, Herbert Clarence, elect'l contractor, 68 Thorne Ave., Saint
John, N.B.
Mills, Alfred Arthur, dftsmn. and plan surveyor, Inspection Branch,
Quebec Provincial Government, Verdun, Que.
Norton, Alan Douglas, chief tool designer and methods supervisor,
Canadian Car & Foundry Co. Ltd., Fort William, Ont.
Reynolds, Theodore, stationary enginemen examiner and asst. chief
inspr. for boilers of the province of Quebec, Montreal, Que.
Thomson, Christian Aldrom, (Tri-State College), tech'l. supt.,
R. Campbell Brown & Co. Ltd., Montreal, Que.
Transferred from the class of Junior to that of Member
Black, William Steele, B.Eng. (Civil), (Univ. of Sask.), asst. engr..
bldg. constrn. dept., Trinidad Leaseholds Ltd., Pointe-à-Pierre.
Trinidad, B.W.I.
Esdaile, Hector Milton, B.Eng., (McGill Univ.), supt. of service and
erection, Combustion Engrg. Corpn., Montreal, Que.
Hutton, John Robert, B.Sc. (Elec), (N.S. Tech. Coll.), lamp engr.,
Canadian Westinghouse Co. Ltd., Hamilton, Ont.
McKenzie, Rolph Boynton, B.Sc (Chem.), (Univ. of Alta.), manager,
McKenzie Electric Co. Ltd., Lethbridge, Alta.
Stirling, L. Brodie, B.Sc. (Elec), (McGill Univ.), asst. supt. of gen-
erating stations, Shawinigan Water & Power Co., Shawinigan Falls,
Que.
Stratton, Leslie Robertson, B.Sc. (Civil), (Univ. of N.B.), res. engr.
National Harbours Board, Ottawa, Ont.
Transferred from the class of Student to that of Member
Carmichael, James I., B.Sc. (Mech.), (Queen's Univ.), asst. chief
inspr., Canadian Car & Foundry Co. Ltd., Fort William, Ont.
Dunlop, Robert John Forrest, B.Eng., (McGill Univ.), time study
supervisor, Belding-Corticelli Ltd., Montreal, Que.
Duranceau, Charles Arthur, B.Eng., (McGill Univ.), civil engr. and
manager, Chas. Duranceau Limitée, Montreal, Que.
Haselton, William Beverley, B.Sc, (Civil), (Univ. of N.B.), manager
and operator, W. M. Haselton Granite Quarries, Beebe, Que.
Pritchard, Geoffrey Rowland, B.Sc (Elec), (Univ. of Man.), man-
ager, western Ontario & Winnipeg district, Canadian Allis Chalmers,
Ltd., and lighting service engr., Canadian General J]lectric Co. Ltd,
Winnipeg, Man.
Robert, André, B.Sc (Elec), (Univ. of Sask.), system communication
engr., Saguenay Transmission Co., Arvida, Que.
162
March, 1913 THE ENGINEERING JOURNAL
Transferred from the class of Student to that of Junior
Duquette, Roland Charles, B.Eng., (McGill Univ.), 753 St. Catherine
Rd., Outremont, Que.
Extence, Alan Barr, B.A.Sc, (Univ. of Toronto), demonstrator in
mech. engrg., University of Toronto, Toronto, Ont.
Gray, Laurence Frederick, B.A.Sc, (Elec), (Univ. of B.C.), radio
engr., transmitter development dept., Canadian Marconi Co.,
Montreal, Que.
Horwood, William Osmund, B.Eng. (Mech.), (McGill Univ.), design
and dftng., Aluminum Co. of Canada, Ltd., Montreal, Que.
Kinghorn, William Wallace, B.Sc. (Civil), (Univ. of N.B.), aircraft
inspr., (A.I.D.), Canada Car & Foundry Co. Ltd., Amherst, N.S.
Kobylnyk, Demetrius Frederick, B.Sc. (Elec), (Univ. of Alta.), junior
engr., Calgary Power Co. Ltd., Calgary, Alta.
Macnabb, Thomas Creighton, Jr., B.Sc. (Civil), (Univ. of Man.),
transitman, Laurentian Division, C.P.R., Montreal, Que.
Marchand, Fernand, B.A.Sc, CE., (Ecole Polytechnique), elec-
tronics and development engrg., Canadian Westinghouse Co. Ltd.,
Hamilton, Ont.
Marshall, Welsford Allen, B.Sc. (Civil), (Queen's Univ.), Lieut.,
R.C.O.C, 7th Division, O.M.E. Workshops, Debert, N.S.
Mellor, Alfred Geoffrey, B.Eng., (McGill), engineer officer (P/0),
R.C.A.F., Vulcan, Alta.
O'Donoughue, Gerald, B.A.Sc, CE., (Ecole Polytechnique), engrg.
dftsmn., Inspection' Board of the United Kingdom and Canada,
Washington, D.C
Silverberg, David M., B.Sc. (Elec), (Univ. of Man.), engrg. dftsmn.,
Dept. of Transport, Winnipeg, Man.
Trudeau, Marc R. B.A.Sc, CE., (Ecole Polytechnique), asst.,
Hydraulic Lab., Ecole Polytechnique, Montreal, Que.
Students Admitted
Ashton, Hugh Williams, (Univ. of Toronto), 276 Durie St., Toronto,
Ont.
I ><i Ionian. John Lincoln, (Univ. of Man.), 508 Carlaw Ave., Winnipeg,
Man.
Black, John Sawyer, (Queen's Univ.), 334 Reid St., Peterborough, Ont.
Burgess, Basil Arthur, (McGill Univ.), 4334 Harvard Ave., Montreal.
Cordon, Frank Roderick, (Univ. of Man.), 251 Scotia St., Winnipeg,
Man.
Cosman, Ernest, (Univ. of Man.), 329 Carlton St., Winnipeg, Man.
Davidson, Fred William, (Univ. of N.B.), Beaverbrook Res., Freder-
ic-ton, N.B.
De Blois, Jules- Noël, (Inst. Michaud), Box. 89, Sherbrooke, Que.
Dyke, John Morlev, (Univ. of Toronto), 88 Woodside Ave., Toronto,
"Ont.
Fowler, Chas. Allison Eugene, (McGill), 3437 Peel St., Montreal, Que.
Francis, James Scott, (Univ. of Man.), 188 Langside St., Winnipeg,
Man.
Galloway, Harry Sydney, (McGill Univ.), 5199 Globert Ave., Mont-
real, Que.
Hardwick, Alfred Perry, B.Sc. (Elec), (Univ. of Man.), 380 Rubidge
St., Peterbo rough, Ont.
Hubbard, Frederick Wilmot, (Univ. of N.B.), Beaverbrook Res.,
Fredericton, N.B.
Legris, J. A. (Univ. of Toronto), 89 George St., Toronto, Ont.
Macdougall, Douglas Keith, (Univ. of N.B.), 59 Charlotte St.,
Fredericton, N.B.
Dartmouth,
of Toronto), 140 Glenrose Ave.,
Marshall, Herbert Ansley, (N.S. Tech. Coll.), Box 321
N.S.
Muller, Richard Alfred, (Univ.
Toronto, Ont.
Oxley, Loren Arthur, (Univ. of Toronto), 372 Bay St., Toronto, Ont.
Rispin, W. E. A. (Univ. of Toronto), Trinity College, Toronto, Ont.
Schwartz, Hyman, (Sir Geo. Williams College), 5230 Clarke St.,
Montreal, Que.
Scott, Ronald E. (Univ. of Toronto), 39 Classic Ave., Toronto, Ont.
Shane, Walter Roulston, (Univ. of Man.), 325 Baltimore Rd., Win-
nipeg, Man.
Shooner, Jacques, (Ecole Polytechnique), 3454 St. André St., Mont-
real, Que.
Smith, Claude Harry Mortimer, (Univ. of Toronto), 171 Alexandra
St., Oshawa, Ont.
Stehling, Kurt, (Univ. of Toronto), 235 Borden St., Toronto, Ont.
Stonehewer, John, (McGill Univ.), 3578 Shuter St., Montreal, Que.
Telford, Robert Brown, (Univ. of Toronto), 11 Blythwood Crescent,
Toronto, Ont.
Zimmerman, George Douglas, (Univ. of Toronto), 144 Glendale
Ave., Toronto, Ont.
By virtue of the co-operative agreements between the Institute
and the Associations of Professional Engineers of Alberta and Sas-
katchewan, the following elections and transfers have become effective:
Members
Byers, Willson Fitzgerald, B.A.Sc, (Univ. of B.C.), asst. instaln. engr.,
Northwestern Utilities, Ltd., Edmonton, Alta.
Cameron, Angus Johnstone, (Royal Tech. College, Glasgow), city
engineer, Weyburn, Sask.
Marshall, James Lawrence, B.Sc, (Univ. of Man.), engineer-in-charge
CBK, Watrous, Sask.
Transferred from the class of Student to that of Junior
D'Appolonia, Elio, B.Sc. (Civil), (Univ. of Alta.), instructor, Univ.
of Alberta, Edmonton, Alta.
Ford, George, B.Sc, (Univ. of Alta.), sessional demonstrator in civil
engrg., University of Alberta, Edmonton, Alta.
McManus, Ralph Norman, B.Sc. (Univ. of Alta.), sessional demon-
strator in civil engrg., University of Alberta, Edmonton, Alta.
Students Admitted
Casault, Joseph McGill, (Univ. of Alta.), 10934-125 St., Edmonton,
Alta.
Chan, Lloyd George, (Univ. of Sask.), soil mechanics lab., University
of Saskatchewan, Saskatoon, Sask.
Hiller, Walter Andrew, (Univ. of Alta.), 9904-88th Ave., Edmonton,
Alta.
Hislop, Richard H, (Univ. of Alta.), 10034-106th St., Edmonton,
Alta.
Morrison, Lloyd Fletcher, (Univ. of Alta.), Cowley, Alta.
Poole, George È., (Univ. of Alta.), 11716-lOOth Ave., Edmonton, Alta.
Simpson, Jack Lloyd, (Univ. of Alta.), 9935-104th St., Edmonton,
Alta.
Wilkins, Ernest Bertram, (Univ. of Alta.), 1407-4th Ave. S., Leth-
bridge, Alta.
Willson, Bruce Franklin, (Univ. of Alta.), 11134-87th Ave., Edmon-
ton, Alta.
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 cur-
rent 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.
THE ENGINEERING JOURNAL March, 1943
163
Personals
Professor J. A. Van den Broek, m.e.i.c, was a visitor at
Headquarters during the week of January 24th, last. Pro-
fessor Van den Broek spent the week in Montreal, lecturing
at the Ecole Polytechnique on the theory of limit design.
Besides giving a series of lectures before the higher classes
at the Ecole, the professor addressed an evening meeting
of the Graduates Society at which members of the Institute
had been invited. The exposé of his favourite subject which
created such an interest at the Annual Meeting of the
Institute last year, in Montreal, again provoked very lively
discussion.
Harold J. A. Chambers, m.e.i.c, since 1940 chief engineer
of the Hamilton Bridge Company Limited, was appointed,
last month, general manager of the same company. One
of the outstanding Canadian technical authorities in his
field, Mr. Chambers' career in industry and public service
includes executive posts with the Federal Department of
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
tration Board. The following year he was appointed inspect-
ing engineer on rehabilitation of lines of the Toronto Trans-
portation Commission, and in 1923 was appointed to the
position which he holds.
In 1936 he was president of the Canadian Institute on
Sewage and Sanitation.
J. B. Stirling, m.e.i.c, was re-elected president of the
Canadian Construction Association at the Annual Meeting
held in January.
Mr. Stirling is vice-president of E. G. M. Cape & Com-
pany, engineers and contractors, Montreal.
N. C. Cowie, m.e.i.c, is the newly elected chairman of the
Sault Ste. Marie Branch. Born at Espanola, Ont., he was
H. J. A. Chambers, M.E.I.C.
T. S. Glover, M.E.I.C:
Lt.-Col. L. S. McGregor, S.E.I.C.
Public Works, to which he was loaned by Canadian Bridge
Company, Windsor. He was concerned with the construc-
tion of public buildings for Halifax and Ottawa. Mr. Cham-
bers joined Canadian Bridge shortly after his graduation
with honours from the University of Toronto, Faculty of
Applied Science, in 1924 and was designing engineer of the
company when he came to Hamilton Bridge. He holds the
degrees of B.A.Sc. and M.A.Sc.
George H. Ferguson, m.e.i.c, the newly elected chairman
of the Ottawa Branch of the Institute is the Chief, Public
Health Engineering Division of the Department of Pensions
and National Health. Mr. Ferguson graduated at the Uni-
versity of Toronto with the degree of B.A.Sc. in 1906, and
for the two succeeding years was engineer in charge of the
layout of the buildings at the plant of the Dominion Radi-
ator Company, Limited, Toronto. In 1908 Mr. Ferguson
was employed as transitman on surveys in southern Alberta,
and in 1909 was engineer-in-charge of the preliminary sur-
veys for the Matabetchouan power development. Later in
the same year he was appointed assistant to the hydraulic
engineer of the Hydro-Electric Power Commission of
Ontario, and in 1911 became hydraulic engineer to the
National Conservation Commission. Mr. Ferguson secured
a commission in the Royal Canadian Engineers, and served
in France from 1915 to 1918, being awarded the Military
Cross and promotion. At the conclusion of the war, he re-
turned to his duties with the Conservation Commission
but resigned in 1920 to accept a position as assistant to
the chief traffic advisor of the Grand Trunk Railway Arbi-
educated at the University of Toronto where he received
the degree of B.A.Sc. in 1931. Upon graduation, he joined
the staff of the Great Lakes Power Company Limited, at
Sault Ste. Marie where he is still employed as engineer.
T. S. Glover, m.e.i.c, was recently elected chairman of the
Hamilton Branch of the Institute for 1943. Born in England,
Mr. Glover was educated at the University of Toronto
where he graduated in 1922. Following graduation, he was
engaged with Messrs. Fraser Brace Limited as assistant
engineer on water power development in Newfoundland.
In 1924, he received the Colonial Office appointment of
assistant engineer in the Department of Public Works in
Nigeria. He returned from Nigeria in 1927 and the following
year he accepted the position of assistant sales manager
with Sawyer-Massey Limited at Hamilton, Ont. Later he
joined the staff of Russell T. Kelley, Limited, Hamilton,
and became manager of their industrial department. He is
at present on leave of absence from the company and is
regional representative of the Wartime Bureau of Technical
Personnel in Hamilton.
Oliver A. Barwick, m.e.i.c, has now returned to Montreal
where he is employed with United ' Shipyards Limited.
Lately he had been located in Toronto where he was in
charge of plant expansion in Ontario for Wartime Merchant
Shipping, Limited.
A. L. Pierce, m.e.i.c, of C. D. Howe Company, Limited,
consulting engineers of Port Arthur, is now located in
Hamilton, Ont., with the same company.
164
March, 1943 THE ENGINEERING JOURNAL
W. H. S. Bird, m.e.i.c, who is a resident technical officer
with the British Air Commission in the United States, has
recently been transferred from Brewster Aeronautical Cor- ■
poration, Hatboro, Pa., to the Curtiss Wright Corporation
at Buffalo, N.Y. Before joining the British Air Commission
he was chief draughtsman in the aviation division of Cana-
dian Car and Foundry Co. Ltd., at Fort William, Ont.
H. S. Petford, m.e.i.c, is now manager of Frontenac Brew-
eries Limited, Montreal. He occupied previously the position
of superintendent.
Sub. Lieut. D. Ô. D. Ramsdale, m.e.i.c., has recently
been posted for sea duty and is based at St. John's, New-
foundland. Before his enlistment a few months ago, Mr.
Ramsdale was employed with the English Electric Company
Limited at Toronto.
A. N. Budden, m.e.i.c., has left the Inspection Board of
the United Kingdom and Canada and has joined the Army
Engineering Design Branch of the Department of Munitions
and Supply at Ottawa. Before the war Mr. Budden was
connected with the Dominion Engineering Company Limit-
ed at Montreal.
Y. R. Anderson, m.e.i.c, has joined the firm of Ward-
McKee Engineering Limited at Toronto.
Capt. W. L. Sheldon, m.e.i.c, is an ordnance mechanical
engineer and is at present attached to the Inspection Board
of the United Kingdom and Canada. He is inspecting officer
of small arms ammunition in Quebec City.
Allan Tubby, m.e.i.c, is now located at Montreal with the
works and buildings branch of the Royal Canadian Air
Force. He resided previously at Ottawa.
Thomas Montgomery, m.e.i.c, has recently retired from
the position of chief engineer of Imperial Oil Limited at
Sarnia, Ont., after almost forty-six years of service. He
joined the Company in 1897 as mechanical superintendent
and was in charge of the engineering department at the
Sarnia plant. In 1914 he had direct charge of the preparation
of plans and also of the construction of the Company's re-
finery at Vancouver, B.C. He was appointed chief engineer
of the Company in 1915 and in the same year was respon-
sible for the construction of the Company's refineries at
Regina, Sask., Montreal, Que., and Dartmouth, N.S. In
addition to engineering and construction work at refineries,
Mr. Montgomery has been responsible in his position for all
construction work in the marketing department of the
Company.
Mr. Montgomery has always shown a great interest in
the Institute and two years ago he was presented with a
pin in recognition of the fact that he was one of the oldest
members of the Border Cities Branch.
G. L. Macpherson, m.e.i.c, is the new chief engineer of
Imperial Oil Limited at Sarnia, Ont., succeeding Thomas
Montgomery who has retired.
A. M. Mills, m.e.i.c, who was employed with the Depart-
ment of Highways of Ontario, is now superintendent of
W. H. Harvey & Son, road builders and general contractors
at Dawson Creek, B.C.
M. N. McEwen, m.e.i.c, has enlisted in the Royal Cana-
dian Engineers. Previously he was an instrumentman with
the Department of Highways at Kenora, Ont.
Lieut. C. K. Hurst, r.cn.v.r., m.e.i.c, has recently been
promoted to this rank and posted to Halifax. Previous to
his enlistment a year ago, he was on the hydraulic staff of
the canals branch of the Department of Transport at
Ottawa.
H. W. Burri, m.e.i.c, of Mathews Conveyor Company,
Limited, Port Hope, Ont., was elected to the Council of
the Town of Port Hope for 1943 and has also accepted the
chairmanship of the Civic Administration Committee for
the Royal Canadian Sea Cadet Corps which is being formed
in Port Hope.
Frederic Alport, m.e.i.c, is at the present time consulting
engineer to the Director of the Naval Service in the Depart-
ment of National Defence at Ottawa. Up until a few weeks
ago, Mr. Alport was located in Halifax where, since 1938,
he had been employed with the Department of Public Works
of Canada as senior assistant engineer.
R. K. Williams, m.e.i.c, of Toronto has been appointed
Executive Assistant to the General Manager at the Victory
Aircraft in Malton, Ont.
Flight-Lieutenant André Aird, Jr. E. i.e., has recently
been promoted from the rank of Flying Officer. He is at
present stationed at No. 9 Repair Depot with R.C.A.F. at
St. John's, Quebec. He is a graduate from Ecole Polytech-
nique, in the class of 1938.
Sub-Lieutenant C. H. Vatcher, r.cn.v.r., jr. e. i.e., is at
present located in Halifax, N.S. He left the employ of Cana-
dian National Carbon Company, Toronto, last October,
to join the R.CN.V.R. Mr. Vatcher is a graduate of the
University of Toronto in the class of 1939.
H. U. Ross, jr.E.i.c, is at present employed as a Metallur-
gical engineer with the Frobisher Exploration Company
Limited at Ottawa.
Sub-Lieutenant D. Lome Lindsay, r.cn.v.r., Jr.E.i.c,
is a gun mounting officer with the Director of Naval Ord-
nance at Naval Service Headquarters, Ottawa.
Arthur G. Teskey, Jr.E.i.c, has been transferred from
Winnipeg to the Regina office of Canadian Westinghouse
Company Limited. He is a graduate of the University of
Manitoba in the class of 1937 and has been with the com-
pany ever since.
Noel Campbell, Jr.E.i.c, has joined the R.CN.V.R. as a
Sub-Lieutenant. He was previously employed in the engi-
neering department of the Ford Motor Company of Canada,
at Windsor, Ont.
W. W. Ingram, Jr.E.i.c, is the newly elected chairman of
the Junior Section of the Montreal Branch of the Institute.
Born at Winnipeg, Man., in 1917, he was educated at the
University of Manitoba where he graduated in electrical
engineering in 1939. Upon graduation, he joined the staff
of Phillips Electrical Works, at Brockville, Ont., as an in-
spector and electrical tester. A few months later he was
transferred to the Montreal plant as assistant to the plant
superintendent and in 1942 he was made foreman in the
lead and impregnating departments. Mr. Ingram has been
connected with the Junior Section for the past few years
having acted in the capacities of councillor, secretary and
vice-chairman.
Lieutenant-Colonel L. S. McGregor, s.E.l.c, has
recently been appointed in command of the Royal Electrical
and Mechanical Engineers of the 1st Canadian Corps troop
in England. Details about the organization of this new
corps in the British Army appear on page 147 of this issue.
Colonel McGregor graduated in mechanical engineering
from McGill University in 1936. Upon graduation he
returned to Canadian National Railways, Montreal, where
he had been employed as a draughtsman and a machinist
apprentice before entering the Engineering Faculty. After
working for some time at Turcot Yard he was transferred
to the Department of Economics and Research of the
company as assistant engineer. He went overseas in May,
1940, and won his captaincy in April, 1941. In June, 1942,
he was promoted to the rank of major in the headquarters
staff of the Canadian Army overseas.
Joseph Van Damme, s.E.l.c, is at present employed with
the National Research Council at Ottawa as a junior re-
search engineer. He graduated from Queen's University as
aB.Sc. in mechanical engineering in 1941 and after spending
a year at Rensselaer Polytechnic Institute, Troy, N.Y., he
obtained the degree of M.Ae. Eng. in 1942.
THE ENGINEERING JOURNAL March, 1943
165
Sub-Lieutenant D. B. Sutherland, r.c.n.v.e., s.e.i.c,
is at present stationed at H.M.C. Dockyard at Sydney,
N.S. He was previously employed with Guysboro Mines at
Goldenville, N.S.
Captain John J. Donovan, s.E.l.c, has recently been
promoted from the rank of lieutenant. He is at present serv-
ing overseas with the British Ministry of Supply. A graduate
of Queen's University, in the class of 1940, he had been
employed with Canadian Ingersoll-Rand at Sherbrooke,
Que., before his enlistment.
Alex, de F. Heron, s.e.i.c, has joined the Royal Canadian
Corps of Signals and is at present stationed at the Officers'
Training Centre, at Brockville, Ont.
Wilbur J. Cox, s.e.i.c, is at present employed as a junior
research engineer in the Division of Mechanical Engineering
at the National Research Council, at Ottawa. He graduated
from the University of Saskatchewan in 1942.
R. J. Kenst, s.e.i.c, who for the past fifteen months has
been in Columbia, S.A., doing oil exploration work for the
Tropical Oil Company, is now employed with Ford Motor
Company as an electrical engineer in the automotive depart-
ment, at Windsor, Ont. He is a graduate in electrical engi-
neering from McGill University, in the class of 1939.
VISITORS
Past President Sam G. Porter, m.e.i.c, Calgary, Alta.,
on February 3rd.
Euclide Paré, m.e.i.c, Hydraulic Service, Parliament
Bldgs., Quebec, on February 4th.
J. B. Wilkinson, m.e.i.c, Hamilton, Ont., on February 4th.
R. W. Boyle, m.e.i.c, Director, Division of Physics and
Electric Engineering, National Research Council, Ottawa,
Ont., on February 4th.
W. F. M. Bryce, m.e.i.c, Sewer Engineer, City of Ottawa,
Ottawa, Ont., on February 4th.
W. G. Swan, m.e.i.c, Consulting Engineer, Vancouver,
B.C., on February 9th.
G. G. Murdoch, m.e.i.c, Consulting Engineer, Saint
John, N.B., on February 13th.
2nd-Lieutenant R. R. Willis, m.e.i.c, Royal Canadian
Engineers, Montreal, Que., on February 15th.
H. L. Johnston, m.e.i.c, Canadian Industries Limited,
Windsor, Ont., on February 17th.
E. L. Ball, Jr. e. i.e., Field Engineer, Foundation Company
of Canada, Arvida, Que., on February 17th.
F. E. M. Thrupp, m.e.i.c, Inspection Board, Ottawa, Ont.,
on February 18th.
Norman Eager, m.e.i.c, Assistant Sales Manager, Bur-
lington Steel Company, Limited, Hamilton, Ont., on Feb-
ruary 18th.
Professor R. F. Legget,M.E. i.e., Assistant Professor of Civil
Engineering, University of Toronto, Toronto, Ont., on
February 18th.
Stewart Troop, M.E.I.C, Consulting Mining Engineer,
Manager Chibougamau Properties Limited and Cache Lake
Chibougamau Lines Limited, St. Elie de Caxton, Que., on
February 22nd.
K. R. Chestnut, m.e.i.c, Newfoundland Airport, Gander,
Nfld., on February 25th.
Lieutenant Raymond LeBel, jr. e. i.e., Royal Canadian
Engineers, Petawawa, Ont., on February 25th.
W. R. McClelland, m.e.i.c, Bureau of Mines, Ottawa,
Ont., on February 27th.
T. M. Moran, m.e.i.c, vice-president, Stevenson & Kellogg,
Toronto, Ont., on March 1st.
J. Hugill, Jr. e. i.e., National Defence Headquarters,
Ottawa, Out., on March 1st.
Obituaries
The sympathy of the. Institute is extended to the relatives of
those whose passing is recorded here.
Francis Charles Edward Burnett, m.e.i.c, died at his
home in Montreal, on January 20th, 1943. Born on April
16th, 1878, at Galashields, Scotland, he was educated at
the Academy, Galashields, and received his engineering
training at the Heriot-Watt College, Edinburgh.
After serving his apprenticeship with Waverly Ironworks
at Galashields and with the Waverly Electric Company
Limited, Edinburgh, he joined the staff of Siemens Brothers
& Company Limited, London, England, as draughtsman.
Three years later he went with Witting, Eborall & Company
and acted as their resident engineer on a number of new
power projects, including those for the Dublin Tramways,
the Isle of Man and the Stalybridge Tramways and Elec-
tricity Joint Board. Later he joined Messrs. Kincaid, Wat-
son, Manville and Dawson, consulting engineers, London,
England. In 1907 Mr. Burnett came to Canada and acted
successively as assistant to Mr. J. Kynoch, the chief engineer
of the Canadian General Electric Company, and as power
engineer for the Canada Cement Company, a position which
he held for a number of years during which he was respon-
sible for a large amount of development work.
From 1920 to 1929 he was engaged in iron foundry work
on his own. In 1929 he built up a successful agency business
in Canada, representing Messrs. George Ellison and other
well known British firms. When the war placed many re-
strictions on the importing of British goods into Canada,
he offered his services to Canadian Car & Foundry Com-
pany, of Montreal, where he was employed up to within
a few days of his death.
Mr. Burnett joined the Institute as a Member in 1938.
Frederick Oxley Condon, M.E.I.C.
Frederick Oxley Condon, m.e.i.c, died suddenly at his
home in Moncton, N.B., on January 12th, 1943. He was
born at Moncton on July 21st, 1878, and was educated in
the local schools. At the age of 15, he entered the service
of the Intercolonial Railway, now part of the Canadian
National Railways. From 1898 to 1912 he was employed
as a draughtsman and later as assistant engineer in the
maintenance department. In 1913 he became resident engi-
neer on maintenance and construction at Moncton and later
at Campbellton, N.B. He was appointed district engineer,
at Moncton, in 1916, engineer of maintenance of way in
1923, principal assistant engineer in 1927, and chief engi-
neer, Atlantic Region, C.N.R., in 1938. He retired from
the Railway service on August 31, 1942.
In 1905 he married Jean Davidson Bruce. He is survived
by his wife and three daughters, Margaret Elizabeth Bruce,
Barbara Leslie Bruce, wife of Roscoe H. Allen, and Jose-
166
March, 1943 THE ENGINEERING JOURNAL
phine Bruce, wife of Warrant Officer Kenneth W. McLaren,
R.C.A.F.
Mr. Condon joined the Institute as a Member in 1922.
He was chairman and councillor for the Moncton Branch,
and a former vice-president of the Institute. He was also a
past-president of the Association of Professional Engineers
of New Brunswick
William Kennedy, M.E.I.C., died at his home in Montreal
on January 31st, 1943, after an illness of a few days.
Born near Prescott, Ont., on January 4th, 1848, Mr.
Kennedy belonged to a large family many of whose members
have long been leaders in engineering progress in Canada.
In 1858, his father (the Senior William Kennedy) founded
the well-known engineering works at Owen Sound which
are still maintaining their reputations for hydraulic machin-
ery of high quality. After working with the firm for some
years, William Kennedy, Junior, came to Montreal in 1893
and established a consulting practice. During the following-
thirty years he planned and supervised the construction of
a score of dams, waterworks, and hydro-electric power
plants, from Nova Scotia to British Columbia. His work
included consultation, advice, reports and valuation of
many questions of water power and supply.
In 1886 he took part in the movement which led to the
formation of the Canadian Society of Civil Engineers, and
with his older brother — who later became Sir John Kennedy
— joined that body on its establishment in February of the
following year. His long and successful professional career
ended with his retirement in 1925.
Mr. Kennedy had been made a Life Member of the
Institute in 1930.
Dr. A. H. Harkness, m.e. i.e., passed away at Toronto, on
February 28, 1943, in his 71st year, following a long period
of uncertain health. While retaining his interest in engineer-
ing matters throughout, he had been forced to curtail his
professional activities very considerably for the past two
years.
Dr. Harkness graduated in architecture from the Univer-
sity of Toronto in 1895 and received the degree of Bachelor
of Applied Science in 1897. Following some three years in an
architect's office, he joined the designing staff of the
structural department of the Canada Foundry Company,
Limited, Toronto, remaining with this Company for eight
years and attaining the position of Assistant Chief
Engineer of the department.
Special interest and experience in building prompted him
to enter into private practice as a Consulting Structural
Engineer in Toronto in 1910. This practice he continued
until his death; since 1929, in partnership with Major-
General C. S. L. Hertzberg, m.e. i.e., under the firm name of
Harkness and Hertzberg. During its long existence his firm
was responsible for the structural work of many of the
outstanding buildings of Canada, such as the Canadian
Bank of Commerce, the C.P.R. Building, the Canada Life
Building, the Dominion Bank Building, the east block of
the Parliament Buildings, and the Western Hospital, at
Toronto ; the Sun Life Building and the Canadian Bank of
Commerce Building, at Montreal; the Canadian Bank of
Commerce Building and the Confederation Life Building,
at Winnipeg; the Dominion Parliament Buildings and the
Civic Hospital, at Ottawa.
In 1935 Mr. Harkness was awarded the Sir John Kennedy
Medal by The Engineering Institute of Canada in recogni-
tion of his outstanding merit in the engineering profession
and in 1937 the honorary degree of Doctor of Engineering
was conferred upon him by the University of Toronto.
Dr. Harkness was a Past Vice-President of the Engineer-
ing Institute of Canada and a Past President of the Associa-
tion of Professional Engineers of Ontario. Always anxious to
promote the fortunes of the engineering profession and
particularly those of the younger men in it, he gave much
time and thought to matters outside the normal respon-
sibilities of his practice. A kindly reception always awaited
anyone who sought his assistance.
In Toronto he was known in a very wide circle as an
enthusiastic gardener, having one of the finest iris gardens in
the district. Every year, hundreds of people were welcomed
to view his extraordinary display of rare varieties. For more
than twenty years he cultivated this interest to his great
personal satisfaction and the delight of his friends.
Dr. Harkness is survived by his widow and four daugh-
ters, three of whom are married. C. R. Young.
AN APPEAL FOR BACK NUMBERS OF
THE JOURNAL
The Journal circulation extended, before the war, to several
of the countries now occupied by the enemy. It consisted partly
of paid subscriptions and partly of exchanges with other
publications. Since the spring of 1940, the supply of engineering
literature from these countries has ceased and we have like-
wise discontinued sending the Journal.
With a view to completing our file of foreign publications
when the war is over, we have put aside, every month for the
last three years, a number of copies of the Journal for exchange
purposes, in the hope that foreign publishers are doing the
same.
However, on account of urgent demands for the Journal in
the last three years, we have had to part with some of those
copies which we had laid aside.
In order to replenish our stock, we would be grateful to our
members who could supply us with the following numbers:
1941
1942
JANUARY
JANUARY
MARCH
APRIL
MAY
MAY
JULY
AUGUST
AUGUST
JANUARY,
1943
Parcels should be addressed to The Librarian, The Engineer-
ing Institute of Canada, 2050 Mansfield Street, Montreal, and
may be sent collect.
THE ENGINEERING JOURNAL March, 1943
167
News of the Branches.
BORDER CITIES BRANCH
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
YV. R. Stickney, m.e.i.c.
Secretary- Treas u rer
The monthly dinner meeting of the Border Cities Branch
was held at the Prince Edward Hotel, Windsor, January 22,
1943, at 6.30 p.m., 30 members and guests were present.
After dinner, the Chairman, G. G. Henderson, called on
C. G. R. Armstrong who introduced the speaker for the
evening, Mr. T. Hudson Strickland, Superintendent of
Filtration, Windsor Utilities Commission. Mr. Strickland's
subject was "Water Purification" and his talk dealt chiefly
with the methods of treatment used in the City of Windsor,
and of the problems and complaints encountered from time
to time.
The production of pure water is actually a manufacturing
process. It must be treated or conditioned to the point
where it meets the specifications of public health bureaus
and medical boards. This may be easy or it may be com-
plicated. Foreign bodies may have to be taken out to make
it safe or the composition of the water may have to be
altered chemically to make it suitable for industrial needs.
A study of the various methods of water treatment
showed that individual countries usually developed their
own methods of water purification independently of
neighbouring countries. The English method is generally
to find the source of pollution and eliminate this; the
German method is to take impure water and make it safe
and pure; the French method is to find a source of pure
water, preferably in the mountains and pipe this to their
cities; while in North America we usually find a combina-
tion of these European methods.
There are three main clauses in specifications for pure
water, namely; safety, attractiveness, and chemical char-
acteristics. The latter should be such that the water is
reasonably free of minerals and salts, and soft enough for
economical domestic and industrial use.
The clause relating to safety is simple but exacting — "It
must be safe," that is, free of harmful bacteria. Samples of
the water are taken and the bacterial content is measured.
Chlorine or its compounds in the proper proportions are
added to remove the bacteria. In the Windsor plant the
water is treated twice with chlorine and as a result the
city and surrounding district is practically free of typhoid
fever.
Pure water must also be attractive, i.e., clear and spark-
ling and free of objectionable tastes and odours. In some
communities where large areas are available, the dirt or
turbidity is removed by allowing it to settle. Where this is
not possible, chemicals such as aluminium sulphate is usually
added to the water. This forms aluminum hydroxide, a
flocculent substance which coagulates around the dirt
particles and this floe is then filtered off. In Windsor, the
problem is not to remove the quantity of dirt but rather
the type of dirt, quite often a form of colloidal clay which
is very difficult to remove, since it prevents the formation
of floe by the action of the aluminum sulphate. This, then
requires other chemicals to be added to the water.
The removal of tastes and odours is a more complicated
process. These come from industrial waste waters, swamps,
algae and plants, and vary greatly in intensity from day to
day. Treatment which will remove taste and odour resulting
from one of the above causes will often accentuate those
resulting from another, so that a constant check on this
type of pollution is required.
Most of the tastes and odours are removed by chloramine
treatment; i.e., ammonium sulphate is added to the water
after it has been treated with chlorine. This forms chlora-
mine which is very effective in removing tastes and odours;
but at times such impurities can only be removed by
treatment with activated carbon, a finely divided form of
carbon or charcoal. The gases and impurities are absorbed
on the surfaces of carbon particles, which are then filtered
off before the water enters the mains.
Mr. Strickland then related several amusing incidents
about various complaints they had received from time to
time.
After a discussion period in which several members told
of similar experiences with water supplies and purification,
H. L. Johnston moved a vote of thanks to the speaker.
The meeting adjourned on motion of E. M. Krebser.
CALGARY BRANCH
K. W. Mitchell, m.e.i.c. - Secretary-Treasurer
J. N. Ford, jr. e. i.e.
Branch News Editor
A meeting of the Calgary Branch of The Engineering
Institute of Canada was held in the Palliser Hotel on Jan-
uary 14th, 1943, at eight o'clock. The evening's programme
was conducted by the affiliate members, who arranged for
two speakers.
Mr. Saffran, head of the Service Department of the Insti-
tute of Technology and Art, gave a very interesting talk on
Synthetic Rubber. Mr. Saffran pointed out that contrary
to common knowledge, synthetic rubber is not chemically
the same as pure rubber, although it performs the same
functions. There are various types under process of manu-
facture to-day known as Thiokal, Neoprene, Batyl, BunaN.
and Buna S. Manufacturing plants in the United States
are now set up for production of over a million tons of
these various forms of rubber in 1943. Most of these are
unsuitable for use as tires due to poor resistance to abrasion,
but they make excellent insulators. Neoprene, due to its
excellent abrasive qualities and resistance to oil, is the best
for tire manufacture. Mr. Saffran concluded by a series of
slides showing steps in the manufacture of these synthetic
rubbers.
Mr. Ainlay, Chief Instructor of wireless air gunners at
the Provincial Institute of Technology, spoke on Radio
Development. He outlined the extensive use of radio equip-
ment in all forms of science. Mr. Ainlay pointed out that
calculations have been made, by those who should know,
with the conclusion that, if the war lasts for three or four
more years, 60 to 70 per cent of the radios will be out of use
due to lack of parts. The speaker also intimated that by 1950
television would be general but much more expensive due
to the elaborate arrangements which would have to be
made in conducting a television programme.
Mr. McEwen, the Branch Chairman, expressed the appre-
ciation of the meeting for a very interesting evening's pro-
gramme.
On February 12th, 1943, in the Palliser Hotel, Mr. W.
Allen, Physicist at Western Canada High School, addressed
a branch meeting on Some Aspects of Modern Physics.
Mr. Allen gave a complete history of the physicist's pro-
gress in the study of the atom from the early 19th century
to the present day. In the early 19th century 92 elastic
sphere atoms explained all elements. The Quantrid Plane-
tary Theory replaced this belief by setting up the atom as
a miniature solar system which explained the spectra, prop-
erties of elements and transmutation. The discovery of the
positive electron by Anderson and the neutron by Chadwick
later led to the use of artificial radio-activity by the medical
profession. Through the invention of "Induction Accelera-
tion" rays were made to pierce heavy armour plating and
this is used extensively to discover flaws in ship building-
materials.
Present day physicists are prying into the science of
"Wave Mechanics" which gave us the electron microscope
and enabled us to see hitherto invisible germs. The speaker
168
March, 1913 THE ENGINEERING JOURNAL
pointed out that the physicist's production of the aeroplane
locator saved Britain, just as the astrologer's golden cockerel
saved the King in Rimsky-Korsakow's opera"Le Coq d'Or."
Mr. Allen concluded his address by the remark that "it is
hoped that the physicist receives his reward instead of being
cast off like the astrologer in the opera. Adequate financial
aid should continue to be awarded our physicists for the
furtherance of pure science in our universities at the con-
clusion of the present conflict.
HALIFAX BRANCH
S. W. Gray, m.e.i.c. - Secretary-Treasurer
D. C. V. Duff, m.e.i.c.
Branch News Editor
A combined buffet supper, followed by a programme of
entertainment at the Nova Scotian Hotel on the evening
of January 28th, was attended by 250 members and
invited guests.
This year, due to wartime conditions, it was impossible
to hold the usual combined dinner and speaker, but the
committee in charge deserve much credit for the well-
arranged buffet supper and the mixed programme of enter-
tainment which was presented. Each number on the pro-
gramme received generous applause. Mr. Kenneth Dawson
acted as Master of Ceremonies and handled the programme
in a pleasing and capable manner.
Prof. A. E. Flynn, chairman of the branch, presented
Dr. A. E. Cameron, newly elected president of the Associa-
tion of Professional Engineers of Nova Scotia. Representa-
tives of other societies present as guests of the branch were :
G. G. Bowser, President of Nova Scotia Mining Society;
H. A. Russell, President of Nova Scotia Architects Associa-
tion; Dr. E. P. Lenton, Chairman of Maritime Section of
Canadian Institute of Chemistry; Dr. E. Hess, President
of Nova Scotia Institute of Science.
The appointment of Major R. L. Dunsmore, now Super-
intendent of the Dartmouth Refinery, to Ottawa, as
Director of Naval Fuel Supplies with the rank of Acting
Commander, was also announced by the chairman. This
announcement received hearty applause. Commander
Dunsmore has taken a keen interest in all activities of the
Branch and his active participation will be missed.
Music for the evening was supplied by Harry Cochrane
and his six-piece orchestra.
MONTREAL BRANCH
L. A. DUCHASTEL, M.E.I.C.
W. W. Ingram, m.e.i.c. -
Secretary-Treasurer
Branch News Editor
On Thursday, January 14th, the branch held its annual
meeting. The annual statement and financial report were
read and accepted. Mr. Lalonde, the branch chairman, then
introduced Dean C. R. Young, president of the Institute
who addressed the members.
Dean Young spoke first of the pleasure with which he had
visited the various branches as president of the Institute.
He then outlined the various committees of council and
the great variety of work that they were doing. New com-
mittees had been set up to deal with the many problems
created by the war. Of the new activities engaged in by the
Institute due to war conditions, the Webster Lectures, had
been the most notable.
In a more general approach, Dean Young drew attention
to the great number of people trained to a technical level
in war industries. This constituted a definite asset on the
side of personnel. New methods and new procedures for
the utilization of Canada's natural resources will have an
immense backlog of demand when peace comes. New types
and new forms of machinery and appliances will he required
for civilian use. The manufacture of these items will take
care of the vast amount of technical personnel now in war
work. Many new processes and inventions such as multiple
tooling of one piece of work, spinning molds, electronics in
industry, new plastics and new alloys such as tinless bronze,
resulting from war stimulus will carry over to peace
activities.
The legal aspects of engineering are the province of the
Corporation of Professional Engineers. The Institute's work
emphasizes professional development.
As engineers we need to improve our humanistic outlook
and look at our work as a layman would look at it. The era
after this war will be the era of the common man. The
engineer is the originator and creator of wealth due to his
work, while the economist uses figures made possible by
these works. It is the business of the engineer to give hard
and constructive thought to the fields of endeavour, to
think out the consequences of his schemes, projects, etc.,
and their contribution to the country.
On Thursday, January 21st, Dr. L. M. Pidgeon of the
National Research Council spoke on New Methods for
the Production of Light Metals, with particular reference
to aluminum and magnesium. Sodium and potassium, which
are high up in the electrochemical series, are too reactive
for structural uses, while beryllium and silicon are too
brittle.
The Canadian raw materials from which magnesium could
be obtained commercially are brucite, magnesite, dolomite
(which is incidentally a very pure mineral) serpentine and
sea water. It is interesting to note that aluminum and mag-
nesium were first isolated by thermic reduction methods
and first produced commercially by electrolytic methods.
The chemical purification of the raw materials is much
easier for magnesium than aluminum. In the electrolytic
cell for the production of magnesium the electrolyte is
melted magnesium chloride. The preparation of the chloride
for the cell is rather difficult due to the water of crystalliza-
tion, which is very hard to remove without loss of H Cl.
One method of overcoming this difficulty is the direct manu-
facture of the anhydrous Mg Cl2 from magnesium oxide,
carbon and chlorine in an electric furnace. The molten
chloride produced in this way is tapped off and taken to
the electrolytic cells. This method involves the handling
of large quantities of chlorine which is difficult in a metal-
lurgical plant.
After fifty years of the commercial production of alumi-
num there has been very little change in the electrolytic
method. In the production of magnesium, however, thermic
methods are making their appearance. This is due to the
following (a) magnesium boils at approximately 1100°C.
compared with 2300°C. for aluminum, (b) magnesium does
not react with carbon while aluminum does to form an
aluminum carbide. The electrolytic method is also unfa-
vourable due to the plating out of lower metals in the series
iron silicon, etc.
One thermic method involves the reduction of magnesium
oxide with carbon. This reaction takes place at 1900°C.
giving carbon monoxide and gaseous magnesium. This reac-
tion reverses on cooling to give the original substances. To
prevent the reverse reaction, shock cooling by hydrogen
jets on the gases escaping from the reduction chamber is
used. This gives a mixture of magnesium in the form of a
fine powder along with magnesium oxide and carbon as
impurities. Crystalline magnesium, which is very easily
melted, is obtained by a vacuum distillation of the above
mixture. This process is being developed in California by
H. J. Kaiser.
The process recently developed by Dr. Pidgeon makes use
of a different reducing agent. In his method the magnesium
oxide is reduced by means of silicon, giving an oxide of
silicon, which is a solid, as a by-product and gaseous mag-
nesium which is condensed under vacuum in the reduction
chambers.
The magnesium now produced in Canada is used entirely
for war purposes. It is used for flares and incendiary bombs
in the pure form. It is also used in aeroplane castings.
When alloyed with aluminum it is used extensively in aero-
plane parts and light metal parts in numerous machines.
Magnesium can be easily machined, can be acetylene welded
under a flux and compared on a basis of weight is much
stronger than steel and makes stiffer structures even than
THE ENGINEERING JOURNAL March, 1943
169
aluminum. However, it corrodes rather readily and must
have a protective coating.
On Thursday, January 28th, 1943, Mr. Dévores of the
U.S. Rubber Company gave a paper on Structural Rubber
for Vibrations and Shock.
The use of rubber as a structural material is made pos-
sible by the use of special compounds developed for certain
specific uses. The greatest uses of structural rubber are the
reduction of the transmission of vibration, impact shock
and noise. Noise may be reduced by any one or a combina-
tion of three methods (a) proper springs, (b) secure anchor-
age to large foundations, (c) counter vibrators. The most
economical method is by the use of resilient supports or
rubber springs.
Mr. Dévores illustrated his paper with slides, motion
pictures and practical demonstrations which brought out
a number of important facts on the uses of the various
types of mountings and materials used. The best structural
rubbers are made from crude rubber as no synthetic com-
pounds have yet been made with the necessary resiliency.
In use the structural rubber usually is made to adhere to
steel to form individual mounting units. In certain cases
the units are much more efficient when operated under a
lateral stress.
On Thursday, February 4th, 1943, Professor P. E. Nobbs,
President of the Province of Quebec Association for the
Protection of Fish and Game addressed a Branch Meeting
on Fishway Problems on the Quebec Rivers.
In introducing the subject, the speaker referred to poach-
ing, pollution and obstructions, such as dams, as the three
enemies of fish life. Legitimate angling, he considered, rarely
reduced stock seriously. He remarked (1) on the rivers in
the farming country where the grandparents of the present
inhabitants had plenty fish at their doors, (2) on the trout
streams ruined by lumber dams, (3) on the salmon rivers
which storage dams and industries had put out of business,
and (4) on the commercial fisheries of the great rivers blocked
by power developments. To much of this reduction of fish
stock the answer was the fishway.
Among the many dams in the Province, at least 180
needed fishways, while 18 only were as yet so equipped.
He attributed this to a certain prejudice against fishways,
largely due to official recognition of an obsolete type, dating
from 1874.
Practically all fish were migratory, more or less, for food,
for breeding, or for both. Dams tended to cut off feeding
grounds and spawning grounds and so stock perished. The
climatic effects on certain types of fishway were then re-
ferred to as limiting factors on the design of fishways here
and the comparative costs of concrete and wood construc-
tion were stated.
The three things to avoid in a fishway were stated to be
undue speed of flow, turbulence and aeration. Ease and
comfort for the fish were essential to success.
Nine recognized types of fishway were next described.
Some of these were obsolete and some were not practical
in this climate.
The speaker recommended that all fishway construction
should be put in the hands of the Quebec Streams Commis-
sion, that fishways should become Government property
and that they should be regulated as to flow by the game
wardens. The ease with which a fishway could be converted
into a fish-trap was commented on.
In conclusion Mr. Nobbs had something to say about
storage dams in which water levels dropped in winter and
to which fishways were rarely applicable. In such cases,
other remedial works might well be insisted on to maintain
fish stock as is the practice in Scotland.
The address was illustrated. Among the examples shown
was a fishway 700 feet long to take fish up 68 feet at a
waterfall on the English River at Comeau Bay. This fish-
way, recently constructed from Mr. Nobbs' design, was
passing fish up a week after the water was turned on.
On Thursday, February 11th, Mr. Goddard of the Cana-
dian General Electric Co. Limited, presented a paper on
the History and Fundamentals of Resin Chemistry,
and Fabrication Problems of Phenol Formaldehyde
Plastics.
The materials known as plastics can be forced into any
desirable shape and will retain that shape under suitable
conditions. They contain a synthetic or organic resin.
Plastics are composed essentially of the five elements: car-
bon, hydrogen, oxygen, nitrogen and chlorine. They may be
divided into two groups thermosetting which solidify with
heat and are then no longer meltable, and thermoplastic
which melt on heating. Bakélite is prepared from phenol,
formaldehyde and a catalyst. These are heated together
after which the material is run out and cooled. In this
stage it is a thermoplastic. After heating up to 350 deg. F.
this material then becomes thermosetting.
Thermosetting plastics are moulded by compression, using
a heated die. Thermoplastics are moulded by an injection
process using a cold die. Plastics are available in many
shapes also as rods, tubes, sheets, etc.
Plastics in war are used to relieve the shortage of metals,
copper, steel, aluminum, and also for their strength and
transparency. In aircraft they are used for making resin-
bonded plywood.
On Thursday, February 18, Mr. K. M. Cameron, Chief
Engineer of the Department of Public Works of the Domin-
ion of Canada and President of the Institute, addressed
the branch on Post-War Reconstruction. Mr. Cameron
is Chairman of the Sub-Committee on Construction of the
Federal Committee on Post-War Reconstruction.
In his paper, Mr. Cameron pointed out that during the
last war no measures were taken for the reestablishment of
the returning soldier until October, 1918. The scheme which
was then developed was not very successful, and this, with
the failure of the peoples of the democracies to apply sound
economic principles, helped to produce the boom of 1929
and the depression of the thirties. The countries will have
to align themselves on a world rather than a group basis.
The present war has brought about a reversal of economic
thinking, leading to the doctrine of full employment as
advocated by Sir William Beveridge in England. For this
purpose a reasonable standard of living and employment
must be obtained, under which not more than eight per cent
of the people unemployed. The post-war problems of the
armed forces is being studied under a cabinet committee
on Demobilization and Rehabilitation.
The Advisory Committee on Post-War Reconstruction,
under the Chairmanship of Dr. James of McGill University,
is a committee separate from the Government which reports
to the government. It has set up various sub-committees
as follows:
(a) Agriculture. This committee studies the western
wheat problem, various rural problems, markets for agricul-
tural products, and their use for proper nutrition.
(b) Development and Utilization of our Natural Re-
sources, as Forestry, Waterpower, Mining, Fisheries. These
matters are Provincial affairs and there is the need of re-
search in mining and forestry.
(c) Post-War Employment Opportunities Committee
dealing with vocational guidance, employment, regulations,
old age pensions, ex-service men and unemployables.
(d) Committee on Special Problems of Employment
which deals with the problems of women.
(e) Committee on Reconstruction. This committee ad-
vises the main committee on Post-war Reconstruction.
The question of the civil reestablishment of the munition
workers and those in the armed forces is a large one. As yet
industry has not shown much interest in post-war problems.
Obviously we must have a plan and a post-war work pro-
gramme. We should put the same endeavour into winning
the peace as into winning the war. Post-war problems should
not be dismissed merely because they are in the future
and are very difficult.
170
March, 1943 THE ENGINEERING JOl'RN \L
NIAGARA PENINSULA BRANCH
J. H. Ings, m.e.i.c. Secretary-Treasurer
J. W. Brooks, jr. e. i.e.
Branch News Editor
The first dinner meeting of the current year was held on
February 19th in the Blue Room of the General Brock
Hotel, under the chairmanship of Mr. C. G. Cline. The
Branch was privileged to hear a most excellent address on
Mathematics and the Engineer, by Professor J. L.
Synge, m.a., Sc.d., f.r.s.c, Professor cf Applied Mathe-
matics at the University of Toronto.
The speaker approached his subject with a brief synopsis
of that invaluable engineering tool, the slide rule. The com-
pilation of natural logarithms by James Napier in 1614,
and their conversion to common logarithms by Briggs, were
both necessary precedents to the invention of Gunter's
Rule in 1632. This new instrument did not become popular
with engineers for more than two centuries, for it was not
until 1850 that Mannheim's slide rule was adopted by the
French artillery, and English engineers followed suit in
1870. At this point the speaker introduced the rather dis-
turbing thought that perhaps, to-day, there exist similar
innovations which are not being used to full advantage by
engineers, and as an example he cited the new Differential
Analyzer, invented by Dr. Bush of the Massachusetts
Institute of Technology.
Professor Synge went on to say that the multitude of
formulae found in engineering handbooks is the result of
certain basic hypotheses, followed by mathematical theory
and experimental proof, giving such illustrations as the
area of a circle, the amplitude of a pendulum, and the de-
flection of a cantilever beam. He stressed the fact that
every formula is set up under ideal, not practical, condi-
tions, and added a word of warning to the effect that a
formula must not be used beyond its range of applicability.
For example, the old familiar irrz will not hold true for the
area of a circle on a spherical surface.
The complex problems encountered in electrical, radio,
and aeronautical engineering indicate that there is room for
much more research in these fields, and the speaker sug-
gested that this was a job for what he termed a "theoretical
engineer" — that is, a man with engineering knowledge
combined with a brilliant flare for mathematics. It was
Professor Synge's opinion that Canadian engineers have
been so busy with practical problems that research has
suffered, and also that our so-called "education for the
average man" results in rare talents being neglected. He
therefore suggested that we import say half a dozen of these
theoretical engineers to our universities, where they would
be given every opportunity of doing research. A few brilliant
students would be naturally attracted to these men and
their methods, and hence the work would continue.
Vice-chairman George Griffiths introduced Professor
Synge, and a vote of thanks was extended by Councillor
A. W. F. McQueen.
OTTAWA BRANCH
A. A. SwiNNERTON, M.E.I.C.
R. C. Purser, m.e.i.c. -
Secretary- Treasurer
Branch News Editor
At an evening meeting held on January 21st at the audi-
torium of the National Research Laboratories J. C.
Cameron, associate professor and head of the Industrial
Relations Section of Queen's University, gave an address
on The Engineer and Industrial Relations. G. H.
Ferguson, newly-elected chairman of the branch for the
1943 term presided. The address proper was followed by
an extensive period of discussion participated in by many
of the members, as well as the speaker of the evening.
With profits as the motive force to economic endeavour
in industry and business, production technique has been
given a great deal of attention, whereas the technique of
human administration has received very little. But per-
sonnel science is now rapidly teaching us that industrial
goodwill is the first requisite of productive enterprise.
"Personnel science is constructed on the basic belief that
labour is not a commodity", the speaker stated. For the
term 'labour', after all, refers to human beings with minds,
personalities, self-respect, a desire for improvement and
membership in a civilized community. Although labour may
resemble a commodity in that, like other objects of exchange,
it commands a price on the market still this fact does not
reduce these human beings to the level of impersonal things.
The energy and skill which are sold by the labourer are in-
separable from his life and personality; they are essentially
a part of himself. Thus when a man sells his labour power
he must accompany what he sells and the conditions and
methods of its use are of vital concern to him. His own
immediate welfare, the welfare of his family, his future
and consequently, the future of those who depend upon his
economic efforts, his health, and his very life — all are in-
volved in such a transaction.
In other ways, too, labour falls outside the category of a
commodity. For instance it is not, like a commodity, a
passive object. "Active and alert to new sources of satis-
faction and happiness", as the speaker expressed it, "work-
ers as human beings are naturally sensitive to new comforts,
new pleasures and improved standards of living which
education and acquisitive industry and business bring to
their attention. Moreover, workers are as capable of resent-
ment as they are of co-operation ; hence, they will not accept
willingly any attempt either to depress their established
standards of living or to prevent progressive improvement
in their ways of life".
Personnel managers know that the solution of problems
in industrial relations, revolving as they invariably do about
the human equation, are often most perplexing. The equa-
tion itself involves the relation of the worker to his job,
his immediate supervisors, his company, his community
and, in turn, their relations to him. In a democratic country,
moreover, the worker is endowed with a large number of
rights, privileges, and opportunities which he expects his
boss to recognize and respect.
However, personnel science is constructed in part on the
theory that it is quite possible to apply to the management
of human relations certain rational principles and methods
of procedure. One of the principal assumptions is that the
basic interests of employers and employees are identical —
this in spite of the fact that it is usually contended that
"the employer desires to get as much work done as possible
for as little pay as is necessary, whereas the worker desires
to get as much pay as possible for as little work as is
necessary".
Personnel science assumes that both parties would receive
greater economic advantages if they would frankly recognize
their mutual interests in efficient production, economic op-
eration, profitable enterprise, and desirable standards of
work, hours and pay. In other words, the substitution of
industrial co-operation for industrial conflict would yield
greater net returns for both capital and labour.
Professor Cameron briefly summarized some of the basic
needs and desires of employees, employers, and "that hete-
rogeneous mass commonly referred to as the public", main-
taining that a knowledge of these is a necessary condition
to a solution of labour problems.
The wage-earner, he said, wants security more than any-
thing else. This would include protection against unjust
and indiscriminate discharge, freedom from fear of unem-
ployment, wages sufficient to ensure a decent standard of
living for himself and dependents, a reasonable income in
times of illness and accident, ample provision for the exi-
gencies of old age, a decent burial, and a measure of econ-
omic protection for his family after his death. He also wants
physical security in the way of protection against physical
injury, occupational disease, and accidental death. He would
like to have congenial and happy relationships in his work.
And, finally, he wants some form of representation in the
councils of industry.
THE ENGINEERING JOURNAL March, 1943
171
"If industrial industry has taught any lesson", said Pro-
fessor Cameron, "it is that workers want established chan-
nels of communication between themselves and the man-
agement. This involves the right to select their own repre-
sentatives for joint conferences with the management
concerning such vital matters as wages, hours, conditions
of work, and dismissal".
The employer wants the greatest possible output at the
least possible cost, recognition of and respect for his tradi-
tional rights and powers in the organization and manage-
ment of his enterprise; freedom to develop new ideas,
processes and equipment without interference from either
labour unions or governments; sustained growth of his in-
dustries and businesses, and the unreserved co-operation of
his employees.
The public wants an uninterrupted flow of goods and
services at reasonable prices.
In concluding this portion of his address Professor
Cameron stated that "any study of the problems of per-
sonnel relations must proceed primarily from the standpoint
of management. This is because problems of procedure in
handling human relations are essentially problems of mana-
gerial technique. To be complete the analysis must attempt
to interpret to the worker the difficulties of management,
and to management the difficulties of the worker. It must,
moreover, take cognizance of the larger social interests which
impinge at various points on equitable relations in industry
and business.
"The economic organization of a country is a means to
an end rather than an end in itself", he continued. "That
end is dominantly social; it is the enrichment of human life
through the satisfaction of wants and desires. From a social
point of view, however, the achievement of that end through
the exploitation of the workers is undesirable and, conse-
quently, unjustifiable. Industry cannot be a vehicle of gen-
uine social progress if its own advance is at the expense or
sacrifice of those who are largely responsible for its success".
In elaborating further upon the general subject of demo-
cratic control of industry, Professor Cameron said: "modern
organization urgently needs some form of joint control which
will bring management and men closer together in the con-
duct of the business". Employee participation in the formu-
lation and execution of the rules and regulations that govern
their everyday employment conditions is essential to har-
monious relations. But if the workers are to be given a voice,
they must accept responsibility for making industry econ-
omical and efficient and for sustaining an active interest in
its government.
But what the pay of the worker himself should be, he felt,
"must remain primarily a matter of negotiation and expe-
dient adjustment and compromise. Customary and prevail-
ing wages, labour supply and demand, the value of services
and standards of living — all deserve consideration, but none
of these nor any other like principle can be accepted as deter-
mining what is 'just and fair'. The state may set a minimum
wage to prevent employers from paying labour 'depressed'
wages, but its attempts to fix the rewards of labour generally
have proved (even in wartime) as unacceptable to working
people as the wages that are dictated by employers. And
Government wage fixing has (even in wartime) proved
equally unacceptable to employers. For when the rewards
of labour are determined, the rewards of management and
of investors are also determined, and there are effects on
the incomes of consumers. And in these controversies over
the division of the income of industry, not only wages and
earnings are involved, but also the sharing of economic
authority."
PETERBOROUGH BRANCH
A. R. Jones, Jr.E.i.c. -
J. F. Osborn, s.e.i.c. -
Secretary-Treasurer
Branch Neivs Editor
The Junior section of the Peterborough Branch met at
the Kawartha Club, January 15th, to organize for 1943.
Mr. A. Hailey was elected Chairman, and Mr. D. Gardner
Secretary-Treasurer. Senior members were invited to the
latter part of the meeting which consisted of an address by
Mr. J. M. R. Fairbairn, former Chief Engineer of the
C.P.R., on Early Problems in Railway Engineering.
The Kawartha Golf & Country Club was the scene of the
Annual Party on Saturday, January 30th. This event is
becoming a pleasant institution with the Branch and was
attended by around 50 couples. Dinner was served in the
early evening, followed by an entertainment and dancing. A
new feature was introduced this year in the person of Mr.
El. Jones, Master of Ceremonies and Funnyman, who de-
voted his great bulk to seeing that there would never be a
dull moment. A magician of parts, Mr. T. Van Russell, was
such a hit that after his performance he spent the evening
demonstrating his skill to small groups of delighted specta-
tors. Members of the Branch contributed their part to the
entertainment also. Messrs. McHenry, Drynan, Wilson,
Wright and Pope gave a nostalgic rendition of some of the
old, and not-so-old ballads, including the Strip Polka,
under an imitation street-light. It is felt that this party
adds a desirable social element absent from the technical
meetings.
On Thursday, February 4th, the Branch was addressed
by Mr. C. F. Cline of the Norton Company, on Engineering,
of Abrasive Production. Mr. Cline outlined the methods
of production of the three chief abrasive products of the
Norton Company, silicon carbide, aluminum oxide and
boron carbide. All three involve the use of large quantities
of electric power for heat in carrying out the chemical re-
actions, and in preparation of grinding wheels and other
products. Silicon carbide is one of the early industrial abras-
ives, made from silica sand and coke and is particularly use-
ful in grinding very hard material. Aluminum oxide is of
great importance to-day, especially for use with mild steel,
but it has various applications, ranging down to dentists'
wheels. It is made from bauxite, the ore of aluminum.
Boron carbide has the distinction of being the next hardest
material to diamonds and has great future possibilities, as
well as its present important application as an abrasive and
refractory. Abrasives are an unobtrusive, but nonetheless
important element of wartime manufacture, entering as
they do into practically every fighting tool. Mr. G. C.
Tollington thanked the speaker for his excellent paper.
SAGUENAY BRANCH
A. T. Cairncross, m.e.i.c. - - Secretary-Treasurer
Georges Archambault, Jr.E.i.c. - Branch, News Editor
On January 28th, 1943, at Arvida, the Saguenay Branch
of the Institute held a joint meeting with the Women's
Canadian Club of the Saguenay to hear Dr. Ivan H.
Crowell, Director of Handicrafts, MacDonald College,
speak on Handicrafts.
The Branch Chairman, Mr. R. H. Rimmer, presided. The
meeting opened with the singing of "God Save the King,"
and then Mr. Rimmer called upon Dr. Helen Cairncross,
President of the Women's Canadian Club, to introduce
the speaker.
Dr. Cairncross said that Dr. Crowell was a manual
training teacher before he took his Science Degree and later
his Doctorate of Philosophy in Plant Pathology. After leav-
ing university, Dr. Crowell kept up his interest in woodwork,
and organized a handicraft club among his associates, from
which sprang the Department he now leads.
Dr. Crowell outlined the known history of handicrafts in
Canada, which is centred in Quebec and the Maritime
Provinces. The early settlers did not consider good hand-
work a craft because most of the work done was for home
improvement. Organized handicraft in Canada was prob-
ably founded at Quebec when Ursuline nuns from France
opened a girls' school and taught gold and silver thread
embroidery. The work of the school expanded, and in
many Quebec Roman Catholic Churches are to be found
172
March, 1943 THE ENGINEERING JOl UN VI.
artistic treasures made by persons who came under its influ-
ence and worked in embroidery, birch bark, wood, porcu-
pine, leather, and moose hair.
In the present generation handicraft is looked upon as
an art that can be used to advantage in several ways. It
takes first place as a hobby in providing the task worker
with an outlet for using his hands and ingenuity. Handi-
craft provides a means of recreation which during times of
depression often provides for self-support. In hospitals,
handicraft taught by trained occupational therapists gives
the injured new interests and a means of providing for
themselves.
Immediately following the address, many questions were
asked, and a motion was passed by the audience authoriz-
ing the Chairman to appoint a representative committee to
investigate the possibility of forming a Handicraft Guild
at Arvida.
Mrs. R. O. Kennedy moved a motion of thanks to Dr.
Crowell, which was seconded by Mr. M. G. Saunders and
Rev. M. W. Booth.
Dr. Crowell brought from MacDonald College a collec-
tion of handicraft articles made by the students. These were
displayed together with handicrafts in wood, embroidery,
weaving, painting, model railroading, pottery and book-
binding done by local residents. The exhibition attracted
much attention and indicated that talent was available for
the proposed guild.
SASKATCHEWAN BRANCH
Stewart Young, m.e.i.c. - Secretary-Treasurer
The regular monthly meeting of the Saskatchewan Branch
was held jointly with the Association of Professional Engi-
neers in the Hotel Kitchener, Regina, on Wednesday even-
ing, January 22, 1943. The meeting, at which the attendance
was 32, was preceded by a dinner.
Several musical numbers were rendered by Mr. Norman
Ayres, accompanied by Miss Fleming; following which Mr.
Charles Eder, Assistant Manufacturing Superintendent,
Regina Industries, Ltd., addressed the meeting on Indus-
trial Relations.
Pointing out that management-labour relations in all
democratic countries had passed through a period of evolu-
tion, from fear being a control factor at the close of the
last war, to co-operation, Mr. Eder proceeded to explain
the several features of a well co-ordinated plan of co-opera-
tion which must include personal interest of the workman,
proper instruction and fair wages, adequate equipment and
proper material with fairness on the part of the foremen
and those in authority. The address proved of more than
usual interest and elicited numerous questions.
The meeting concluded with two sound films, one on
Argentina and the second on the Icelandic population of
Western Canada.
Due thanks were conveyed by the Chairman, A. P.
Linton, to Mr. Eder for his excellent address and to Mr.
Armstrong, Principal, Lakeview School for operating the
projector. The films were on loan from the Visual Education
Branch, Department of Education.
The Twenty-Sixth Annual Meeting of the Saskatchewan
Branch was held in the Hotel Saskatchewan, Regina, at
4.00 p.m. on February 19th, 1943. The Chairman, A. P.
Linton, presided.
Afterwards, those in attendance met for a social hour
with the members of the Association of Professional Engin-
eers and, at 6.30, all gathered for the joint annual dinner.
The total attendance was 69. The newly elected Chairman
and President of the Association, A. M. Macgillivray, pre-
sided. Following a programme of music and entertainment,
Mr. G. N. Griffin, Principal, Normal School, Regina,
addressed the meeting on The Challenge of Democracy.
Stating that the democratic way of life was an out-
growth of the teachings of Christianity, developed during
the last 150 years, Mr. Griffin proceeded to point out cer-
tain accompanying characteristics at variance with the
ideals on which the system was based. Among these he
mentioned rugged individualism as opposed to the prin-
ciples of the brotherhood of man; competition in trade
versus co-operation; the supplying of medical services on
the basis of ability to pay rather than as a function of the
state available to all. In concluding his address, Mr. Griffin
stated that in the post-war world of free democratic nations,
if we are to survive, there must be a changed attitude
within each person from selfish individualism to the prin-
ciples laid down nearly 2,000 years ago in Palestine.
During the course of the meeting an Institute pin was
presented in absentia, to F/Lt. R. A. McLellan, the retiring
Past Chairman.
SASKATOON SECTION
G. W. Parkinson, m.e.i.c. - Secretary-Treasurer
The Saskatoon Section held four meetings during the
past year. The dates of the meetings, speakers and topics
are listed below:
Mar. 19th, 1942 — Urban Transportation — Past, Present
and Future, by G. D. Archibald.
April 8th, 1942 — Report of the Activities of the Engin-
eering Institute of Canada, by Dean
C. R. Young.
Dec. 3rd, 1942 —Insulation, by Dr. N. B. Hutcheon.
Feb. 12th, 1943— Saskatchewan Soils, by Dr. J. L.
Mitchell.
The average attendance at these meetings was 42. Mr.
A. M. Macgillivray has acted as President of the local
section and the programmes were arranged by a committee
composed of C. R. Forsberg, B. Chappell and the Secre-
tary. The number of students attending the dinner meet-
ings has been somewhat larger than usual. This is surprising
when one considers the time required for academic work and
military training.
SAULT STE. MARIE BRANCH
Secretary-Treasurer
Branch News Editor
O. A. Evans, Jr. e. i.e.
N. C. COWIE, Jr.E.I.C.
The first regular meeting for the year 1943 was held in
the Windsor Hotel on Friday, January 29, at 6.45 p.m.,
when twenty-seven members and guests sat down to dinner.
At the beginning of the dinner Chairman N. C. Cowie,
requested the members to rise and drink a toast to the King.
At the conclusion of the dinner the members were enter-
tained by a duet consisting of Mrs. Albert Cartmill, pianist,
and Mrs. H. M. Jourdin, who played the guitar. A number
of pieces were played and everyone enjoyed them. This was
under the auspices of Paul Martin of the Entertainment
Committee.
The minutes of the last regular meeting were then read
and adopted on motion of A. M. Wilson and L. R. Brown.
The following bills were passed on motion of J. L. Lang
and A. E. Pickering, Cliffe Printing $3.56 for 140 cards,
Cliffe Printing $8.64 for 150 membership cards and petty
cash to Secretary $5.00.
The Chairman, then, called upon A. E. Pickering to intro-
duce the speaker of the evening, H. R. Sills of Peterborough,
Ontario. Mr. A. E. Pickering said that H. R. Sills had a
notable career in the electrical field, as a designer. He also
told the members that the speaker had taken an active
part in Institute affairs.
Mr. H. R.. Sills had for his topic, The Design and Con-
struction of Synchronous Machine. The following
is a résumé of H. R. Sills' paper.
The paper sketched the electric and magnetic circuits of
the synchronous machine and explained that such machines
were characterized by possessing one direct circuit and one
alternating current circuit and a common magnetic circuit.
THE ENGINEERING JOURNAL March, 1943
173
Synchronous machines must operate in synchronism or, in
step with, the frequency of the alternating current voltage
irrespective of load. Hence the name synchronous.
The simplicity of the magnetic circuit permits making
synchronous machines to large sizes governed, so far, by
the sizes of the connecting machines. The source of electric
power in Canada is from synchronous generators driven by
water wheels. Of the approximate 10,000,000 h.p. developed
in Canada about two-thirds is developed by units of 40,000
h.p. or more, each. These large units occupy such a vital
place in the power supply that they are worthy of a more
than casual description and, as the design and construction
of the small machines was a simplification of the large ones,
a story of the large machines would be representative of
the whole.
Synchronous machine design is in a continual state of
development and modern machines are lighter and more
compact than their predecessors of the same size were.
There is a tendency for machines of any praticular make
to develop in accord with that tangible "way of thought"
or "know how," that characterizes the men and products
of individual manufacturers. The processes and structures
illustrated are those characteristic of one manufacturer.
The characteristics of the basic materials of construction,
the iron, the steel, the copper, are much the same as thirty
years ago. Hence, the development is largely a matter of
arrangement of the materials to best utilize their character-
istics, and treatment to enhance the desirable characteristics
and to eliminate the undesirable ones. The process of con-
verting mechanical into electrical energy involves several
intermediate steps and as the synchronous machine is, in
abstract, an intricate inter linkage of five circuits, magnetic,
electrical, mechanical, thermal and ventilation. The import-
ance of the arrangement of these circuits to best utilize the
potentialities of the material cannot be over emphasized.
This was illustrated by series of slides showing process and
arrangements used in the manufacture of the 40,000 K.Y.A.
generators for the St. Maurice Power Company at LaTuque.
A certain historical background was added by showing slides
portraying examples of construction as used 10 to 20 years
previously. This was followed by several slides illustrating
the diversity of forms in which the synchronous machine
is used.
At the conclusion of the speech the members took a
lively interest by asking the speaker many questions.
J. L. Lang moved a vote of thanks to the speaker and
thanked him for his interesting speech. Chairman N. C.
Cowie thanked the speaker on behalf of the Branch.
II. A. Campbell moved the adjournment.
ST. MAURICE VALLEY BRANCH
Viggo Jepson - Chairman and Acting Secretary-Treasurer
On Tuesday night, February 2nd, the Canadian General
Electric Co. film "The Inside of Arc Welding" was shown
to members of the Branch and other interested parties, by
Mr. R. N. Fournier and Mr. R. McBrien of the Canadian
General Electric Co. The meeting was held in the Audi-
torium of the Shawinigan Technical Institute, Shawinigan
Falls, where the film was also shown to students of that
Institution in the afternoon.
The meeting was presided over by the Branch Chairman,
who introduced the representatives of The Canadian Gen-
eral Electric Co.
The introductory remarks were given by Mr. Fournier,
who also delivered a short speech on the Conservation of
Welding Rods during the intermission.
At the close of the meeting a hearty vote of thanks was
extended to the Canadian General Electric Co., and, in
particular, Messrs. Fournier and McBrien, by Mr. E. T.
Buchanan.
The meeting was attended by 130 people.
TORONTO BRANCH
S. H. DeJong, m.e.i.c.
G. L. White, Affi.E.i.c.
Secretary- Treasurer
Branch News Editor
War Industry Problems was the subject of a paper
presented before the Toronto Branch of the Engineering
Institute of Canada at Hart House, on January 7th, by
T. M. Moran, Vice-President of Stevenson and Kellogg,
Ltd., Management Engineers, and President of United Tool
Engineering and Design, Ltd.
The meeting was opened by the Chairman of the Toronto
Branch, Col. W. S. Wilson, who then turned the Chair over
to Wills Maclachlan, Chairman of the Institute Committee
on Industrial Relations.
In introducing the speaker, Mr. Maclachlan made refer-
ence to the many important industrial and Government jobs
which Stevenson and Kellogg, Ltd., had undertaken and
congratulated the Toronto Branch upon securing Mr. Moran
to deal with a subject of such vast importance in war pro-
duction.
Mr. Moran outlined in detail the problems that face in-
dustrial managers relative to organization, planning, pro-
duction and personnel. Special emphasis was placed upon
the human factor in industry and factual data was presented
relating to the employment of women in industry and the
implications of absenteeism. The speaker stated that these
problems are best solved by industry as a whole, placing
its shoulder to the wheel and adopting affirmative, horse-
sense approach to the problem. There is no substitute for
the understanding of the situation obtained in this manner
and too often Government and external agencies are ex-
pected to supply the solution.
The speaker asserted that the engineer has a real place
in industry and industrial management, and must realize
more fully that he is very valuable in the field of manage-
ment as well as in the field of technology. There should be
more engineers working as foremen, superintendents and
works managers — capacities in which their services are ur-
gently required.
In conclusion Mr. Moran stated that industry must face
the issue and organize itself on a sound fundamental basis.
All operations must be centered around this fundamental
industrial pattern. Management is a profession and as such
demands adherence to its basic principles if an efficient war
enterprise is to be the result.
The active discussion period which followed the address
was an excellent indication of the interest taken in the
subject by members of the Toronto Branch. During the
discussion period further light was thrown upon the ques-
tion of absenteeism, labour management committees for in-
creasing production, and the appointment of someone in
an organization to plan for the future.
The vote of thanks to Mr. Moran was moved by Dean
C. R. Young, President of the Institute, who emphasized
the importance of greater attention to human factors on
the part of engineers.
The Toronto Branch was fortunate in having two special
meetings in January which were of great interest to young
engineers. The first of these was the Annual Student's Night
of the Branch held in the Debates Room at Hart House
on Thursday, January 21, 1943. The second was the
Inaugural Meeting of the newly instituted Junior Section
of the Toronto Branch, also held in the Debates Room at
Hart House on Wednesday, January 27, 1943. Both these
meetings constituted worthwhile contributions to the devel-
opment of young engineers, in whose hands the future oi
the Engineering Institute of Canada and of the engineering
profession generally rests.
About ninety young engineers attended the Inaugural
Meeting of the new Junior Section of the Toronto Branch
of the Engineering Institute of Canada. In discussion it was
found that all the main branches of the profession and most
174
March, 1943 THE ENGINEERING JOURNAL
Canadian Universities were represented by those present.
The gathering was called to order by Professor Robert
Legget who explained briefly that the meeting was the
culmination of a series of discussions amongst a small group
who were concerned at the lack of any facilities in Toronto
for the assembling of young men in all branches of the
engineering profession to discuss their common problems
and matters of general professional interest. Tribute was
paid to the work done by the Junior Section of the A.S.M.E.,
and by the Junior Discussion Group of the A.I.E.E. in
Toronto. Contact had been made with both these organiza-
tions in order that there should be no overlapping of activity,
the aim being to supplement existing technical organizations
and in no way to supplant them. Reference was made to
earlier attempts to start a Junior Section in Toronto, and to
the development of the corresponding Junior Section in
Montreal.
The meeting was then turned over to Erwin E. Hart, as
Chairman of the provisional committee, who outlined the
aims and objects of the Section. He introduced Dean C. R.
Young, President of the Institute, who expressed his pleas-
ure at the start of the Junior Section. He explained the em-
phasis now being placed upon the place of the young
engineer in professional circles, mentioning particularly the
recent appointment of two young members of the Institute
to one of the main committees of the E.C.P.D. Lt.-Col.
W. S. Wilson, Chairman of the Toronto Branch, expressed
corresponding pleasure at the inauguration of the Section
on behalf of the Branch.
Professor Griffith Taylor, Professor of Geography at the
University of Toronto, was guest speaker at the meeting,
being introduced by J. VanWinkle, member of the pro-
visional committee and Chairman of the Toronto Junior
Section of the A.S.M.E. Professor Taylor spoke on
Geopolitics with special reference to Canada. He traced
the development of geographical studies in association with
political objectives, paying special attention to the early
work of Sir Halford Mackinder. Turning to Canada, Pro-
fessor Taylor showed its importance in world politics from
its geographical features and he discussed future possibilities
for Canadian development stressing the importance, in his
view, of the Alberta coal resources. An interesting and pro-
longed discussion followed the address, which was illus-
trated by many lantern slides, the speaker being finally
thanked by R. Scott.
After a short interval, during which the senior guests
retired, the meeting proceeded to discuss the future of the
new Section after the Chairman had outlined the proposed
constitution. Many suggestions were advanced, and it was
finally decided to hold monthly meetings for the remainder
of the winter season. It was generally agreed that this meet-
ing provided the Section with a very useful start.
For the first time the Annual Student's Night was held
as a joint meeting with the Engineering Society, University
of Toronto. The speakers of the evening and the Executive
of the Engineering Society were guests of the Toronto
Branch at dinner in the Graduate Dining Room prior to
the meeting.
The meeting was opened by Lt.-Col. W. S. Wilson, Chair-
man of the Toronto Branch, who immediately placed pro-
ceedings in the hands of Prof. R. F. Legget, Department
of Civil Engineering, University of Toronto. Professor
Legget introduced the judges, Messrs. J. T. Cawley, D. D.
Stiles, Jr., and E. A. Cross, and the speakers in the Senior
and Junior Competitions.
The speakers and their papers were as follows:
Senior Competition
John M. Dyke — The Sold Fuel Combustion Engine
Ronald Scott — Electronic Devices
R. B. Telford— Deep Wells
Junior Competition:
J. A. Legris — The Place of the Engineer in the Post-
war World
W. E. A. Rispin — Synthetic Rubber
K. Stehling — Underground Gasification of Coal
In the Senior Competition the judging was for a draw
between R. Scott and J. M. Dyke with first and second
prizes divided between them; and third prize to R. B.
Telford.
In the Junior Competition the first prize was awarded
to W. E. A. Rispin, with second prize a draw between J. A.
Legris and K. Stehling, who divided second and third prizes
between them. Professor R. F. Legget who announced the
judges' decision also announced the award of one year
Student Membership and one year's subscription to The
Engineering Journal to R. A. Muller and J. J. Hurley,
who presented excellent papers but were eliminated from
the competition.
Lt.-Col. W. S. Wilson presented the certificate for the
Engineering Institute prize to J. M. Ham. During the in-
terval while the judges were reaching their decision, two
films — The Wardens of Power and The Master Plan —
were shown through the courtesy of the Hydro Electric
Power Commission of Ontario.
VANCOUVER BRANCH
P. B. Stroyan, m.e.i.c. - Secretary-Treaswer
A. Peebles, m.e.i.c. - - Branch News Editor
On Thursday, February 18th, at a meeting held in the
Medical-Dental Building, presided by the Branch Chair-
man, Mr. W. N. Kelly, Mr. Gerald H. Heller, Personnel
Supervisor, Dominion Bridge Co., Ordnance Plant, Van-
couver, delivered an address on Industrial Relations.
Mr. Heller, who has had an interesting career as a jour-
nalist, spoke in general terms on his subject. He opened by
relating some experiences and impressions gathered during
an extensive journalistic tour of Central Europe in 1938,
and in Japan the previous year. He visited Germany,
Sweden, France, Italy and some of the smaller countries,
at a time when war was in the making. In Germany espe-
cially, industry was working in high gear, its obvious purpose
being maximum production of war materials and imple-
ments. Employees were regimented to a high degree, yet
the psychological effects of this were not wholly ignored.
Morale building propaganda was dispensed freely, and an
industrial psychology was developed which, operating in
conjunction with the new political training of the period,
made their tremendous production effort possible.
In the democratic countries the same degree of civilian
regimentation is not possible, but by an intelligent use of
psychology in industrial relations, as great or greater pro-
duction efficiency can be achieved. The rapid expansion of
industry has necessitated a careful study of the effect on
employees. As long as industrial growth was at a normal
rate, employees worked their way into factories gradually
and over a period of years were trained in factory methods,
and environment. Now, large numbers of workers have been
suddenly transferred from mines, farms, forests, offices,
schools, and even from the kitchen, and placed in a new
type of work where their movements are much more re-
stricted, and they are forced to conform to the pattern of
organization of the industrial plant. This change has given
rise to certain difficulties for the individual employee which
he cannot completely overcome by himself. Management
is compelled to study and solve many problems which for-
merly were not considered one of its functions.
Some of these difficulties are problems of training un-
skilled persons while others pertain to the building up and
protecting of morale. To mention some of the new phases
of industrial management which deal with personnel the
following are the most obvious. A large percentage of un-
THE ENGINEERING JOURNAL March, 1943
175
skilled labour must be trained in a very short time. Trans-
portation of employees must be arranged in many cases
by the management. The employment of women where
none were used before requires new regulations and new
facilities for their use and comfort. In all cities housing is
a present problem which reacts on working efficiency. Men
are drafted into the armed forces on short notice and must
be replaced by an untrained person. Plants must be pro-
tected against sabotage and the inquisitive outsider. Greater
protection for employees is necessary because of crowded
space, lesser skill on their part, and lack of experience of
the world of machines. Recreational facilities must be pro-
vided in isolated plants, or where the community facilities
are overtaxed. Absenteeism is serious in some cases and
must be carefully handled. Meals must be provided for
large numbers of persons. Certain outside activities such
as appeal campaigns, also impinge upon the management.
The speaker expressed the view very emphatically that
many of the above features of industrial relations will remain
permanently. The old relationship between employer and
employee, that of master and servant will never return,
even during slack periods when there is no shortage of
labour. Employees must be given a larger voice in some
aspects of management, because they are relating their daily
employment to life as a whole, and expect it to provide a
reasonable amount of comfort and security. In developing
such a broad attitude, management must frequently take
the initiative, rather than the employees. This will avoid
much of the bitterness which usually characterises any
attempt on the employees' part to improve working con-
ditions.
Considerable discussion followed the address, and a hearty
vote of thanks was proposed by Mr. C. E. Webb. About
twenty-five members were present.
News of Other Societies
R. H. Field, M.E.I.C.
Items of interest regarding activities of
other engineering societies or associations
SURVEYORS ELECT OFFICERS
At the 36th annual meeting of the Canadian Institute of
Surveying held at Ottawa, on February 3rd, 1943, R. H.
Field, M.E.i.c, was elected president for the year 1943-44.
He succeeds C. H. Fullerton, Surveyor-General, National
Research Council, Ottawa.
Other officers elected at the meeting are: H. E. Beresford,
Winnipeg, first vice-president; R. D. Davidson, Ottawa,
second vice-president; and W. L. Mcllquham, Ottawa, sec-
retary-treasurer. Councillors: B. H. Segre, m.e.i.c, W. B.
Dingle and R. C. McDonald, all of Ottawa; George Mc-
Millan, Medicine Hat, Alta.; G. P. Tassie, Vernon, B.C.;
W. Humphreys, Winnipeg, Man.; D. H. Hudson, Edmun-
ston, N.B.; R. J. Milgate, Halifax, N.S.; J. W. Pierce,
m.e.i.c, Peterborough, Ont.; H. E. Miller, Charlottetown,
P.E.I. ; A. C. Crépeau, Sherbrooke, Que.; W. M. Stewart,
m.e.i.c, Saskatoon, Sask.
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Foremanship and Safety:
C. M. MacMillan. N.Y., John Wiley and
Sons, (c. 1943). 5J4 x 7)/2 in. $1.00.
Transients in Linear Systems:
Vol. 1 — Lumped-constant systems. Murray
F. Gardner and John L. Barnes. N.Y.,
John Wiley and Sons, 1942. 6x9 in. $5.00.
A Start in Meteorology:
An introduction to the science of the weather.
Armand N. Spitz. N.Y., Norman W.
Henley, 1942. 5Y2 x 8 in. $1.50.
Air Navigation for Beginners:
A ground school primer for the aerial navi-
gator. Scott G. Lamb. N.Y., Norman W.
Henley, 1942. 5x/2 x 8 in. $1.50.
Alternating-Current Circuits:
Earle M. Morecock. N.Y., Harper arid
Bros., (c. 1942) (Rochester Technical
Series). 6 x 9Y2 in. $2.75.
Tool Design:
Cyril Donaldson and George H. LeCain.
N.Y., Harper and Bros., (c. 1943)
Rochester Technical Series). 6 x 9Y2 in.
$3.75.
Photogrammetry :
3rd ed. H. Oakley Sharp. N. Y., John Wiley
and Sons, (c. 1943). 8Y2 x 11 in. $3.50.
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
1912 Book of A.S.T.M. Standards:
Including tentative standards. Part
2:
Nonmetallic materials — Constructional.
American Society for Testing Materials,
1943.
Bihliographv on Automatic Stations,
1930-1941:
American Institute of Electrical Engineers,
December, 1942. 26 p. 50c. (E.I.C. mem-
bers may obtain copies at Headquarters at
25c.)
Canadian Engineering Standards Associ-
ation:
B63-1942: Specification for welded and
seamless steel pipe. — B71-1942: Specifi-
cation for standard dimensions of small
rivets.
TRANSACTIONS, PROCEEDINGS
Institution of Naval Architects:
Transactions, volume 84, 1942.
Institution of Mechanical Engineers:
Proceedings, volume 147, January-June,
1942.
Junior Institution of Engineers:
Journal and Record of Transactions,
volume 52, 1941-1942.
American Society of Civil Engineers:
Transactions, volume 107, 1942. (Volume
68, No. 8, part 2 of the Proceedings.)
Royal Society of Canada:
Transactions, volume 36, section 3 and 4.
May, 1942.
Nova Scotian Institute of Science:
Proceedings, volume 20, part 4, 1941-1942.
REPORTS
Canada — Department of Mines and
Resources:
Report of the Department including report
of Soldier Settlement of Canada for tli<
year ended March 31, 1942.
Canada — Minister of Puhlic Works:
Report of the Minister on the works un<l< •
his control for the year ended March 31,
1942.
Canada — Department of Mines and Re-
sources— Dominion Water and Power
Bureau:
Water resources paper No. 83 — Atlantic
drainage, south of St. Lawrence river.
(Continued on page 179)
176
March, 1943 THE ENGINEERING JOURN \l
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
February 27th, 1943
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 April meeting.
L. Austin Wright, General Secretary.
ADAMSON— FRANCIS STANLEY, of 300 Waterloo St., Winnipeg, Man. Born
at Nassaguaya, Ont., April 7th, 1902; Educ.: B.Sc. (CE.), Univ. of Man., 1926;
R.P.E. of Man.; 1920 (summer), C.P.R.; 1923 (Sept. -Nov.), inspr., Winnipeg Elec-
tric Co.; 1924 (Jan. -Aug.), elec. consultant, Chicago Engineering Works; 1925
(May-Sept.), asst. field engr., Kelker, Deleuw & Co., Chicago; 1926 (June-Nov.),
field engr. for same company i ,'c munie, work; 1926-32, designing engr., Concrete
Steel Co., Akron and Youngstown, Ohio. Designing, detailing, estimating, office engr.,
and asst. sales mgr. ; 1934-35, dftsman., Cowin & Co. Ltd., Winnipeg; 1935-39,
designing engr., Greater Winnipeg Sanitary District; 1939-42, asst. engr., i/c design
and dfting. room, city engr's. dept., City of Winnipeg; June, 1942, to date, as above,
also i/c sewer mtee., and chief bldg. and plumbing inspr.
References: W. P. Brereton, W. M. Scott, W. D. Hurst, D. L. McLean, C. V.
Antenbring, G. R. Fanset, H. L. Briggs, D. M. Stephens.
BEAUDOIN— MAURICE, of 81 Guillaume St., Longueuil, Que. Born at Mon-
treal, June 21st, 1911; Educ: B.A.Sc, CE., Ecole Polytechnique, 1935; R.P.E. of
Que.; 1935, engr., 1935-37, asst. divnl. engr., and 1937 to date, divnl. engr., Dept. of
Roads, Prov. of Quebec.
References: E. Gohier, A. Gratton, J.-O. Martineau, J.-A. Lalonde, L. Trudel.
BILLICK— PAUL GEORGE, of 1209 Mackay St., Montreal, Que. Born at
Odessa, Russia, Jan. 26th, 1915; Educ: 4-year course, aeronautical engrg., I.C.S.;
3 years (nights), Montreal Technical Institute, internal combustion engines; 1938-40
(24 mos. day course), Roosevelt Aviation School, Miniola, L.I., N.Y., diploma in
Aeronautical Design, Sept., 1940; 3 mos. instructor at above school, in elementary
aerodynamic theory; 1941-42, senior dftsman., design and stress analysis, and Feb.,
1942, to date, engr. i/c technical dept., Canadian Vickers Ltd. (The work of this
group is to handle matters in connection with the design of aircraft which are of a
technical nature — materials and specifications, processing, stress analysis and
aerodynamics.)
References: P. F, Stokes, J. R. Hartney, R. C. Flitton.
BOULTBEE— JAMES GREER, of 1471 Closse St., Montreal, Que. Born at
Toronto, Jan. 6th, 1920; Educ: B.A.Sc, Univ. of Toronto, 1941; with Federal Air-
craft Ltd., as follows: Mar., 1941, to Mar., 1942, expediting production and delivery
at Ottawa Car & Aircraft, and Mar., 1942, to date, i/c scheduling and distribution of
all-metal wing fittings on trainer aircraft.
References: R. F. Legget, C. F. Morrison, C. R. Young.
BRODIE— LeSUEUR, of Ottawa, Ont. Born at Montreal, April 13th, 1905;
Educ: B.Sc. (Eng. Phys.), McGill Univ., 1926; R.P.E. of Ont.; with Bell Telephone
Co. of Canada as follows: 1926-31, transmission engr., Montreal, 1931-35, sales engr.,
Toronto, 1935-40, asst. rate engr., Montreal, 1940-41, mgr., Brantford office; 1941-42,
Capt., R.C.C.S., O.C, Wireless Wing A9 C.A.C.T.C., Camp Borden; 1942 to date,
Major, R.C.O.C, TS02, i/c telecommunications section, Dept. of Mech. Mtce.,
M.G.O. Branch, Dept. of National Defence, Ottawa.
References: J. L. Clarke, C V. Christie, D. J. McDonald, R. V. Macaulay,
R. D. HarkneBs, A. B. Hunt, H. Miller.
CAMERON— WILLIAM JOHN DUNCAN, of Winnipeg, Man. Born at Winni-
peg, July 26th, 1910; Educ: B.Sc. (Civil), Univ. of Man., 1934; R.P.E. of Man.;
1928-31, rodman and instr'man., C.N.R. ; 1935-37, engr., 1937 to date, supt., i/c
plant operation, production, etc., Anthes Foundry Ltd., Winnipeg, Man.
References: C. V. Antenbring, A. J. Taunton, W. P. Brereton, W. D. Hurst,
E. S. Kent.
*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
circumstances 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.
CHAGNON— JEAN CHRISTOPHE, of Montreal, Que. Born at Ste-Théodosie,
Que., Jan. 18th, 1901; Educ: B.A.Sc, CE., Ecole Polytechnique, 1926; R P E. of
Que.; 1926-27, Ottawa-Montreal Power Co.; 1927, Collette Frères; 1927 to date, with
the Quebec Streams Commission ; 1929-30, supervising constrn. of Cedars Rapids Dam,
1931-42, surveying work in connection with water power developments.
References: O.-O. Lefebvre, S. F. Rutherford, J. E. Gill, J.-P. Lalonde, L.-A.
Dubreuil.
CHRISTMAS— LYNWOOD MacDONALD, of 248 Albert St., Ottawa, Ont-
Born at Boston, Mass., Jan. 18th, 1910; Educ: B.Sc. (CE.), Univ. of N.B., 1933;
1929 (Feb. -Sept.), office work and summer survey, Canadian International Paper
Co.; 1930 (summer), surveys. Dominion of Canada Forestry Branch; 1933 to date,
with the Dibblee Construction Co. Ltd., as engr. and supt. of road, airport and misc.
contracts in Ontario, Quebec and Nova Scotia, and from 1941 to date, chief engr. of
the company.
References: N. B. MacRostie, W. H. G. Flay, J. McLeish, G. H. Chalmers, F. C.
Askwith, W. L. Saunders.
ELLIS— DAVID EDWARD, of Three Rivers, Que. Born at Ottawa, Ont., Feb.
4th, 1905; Educ: B.Sc (Elec), McGill Univ., 1931; 1924, topogl. surveys; 1925,
rodman, Gatineau Power Co. ; 1925-26 and 1930, surveys and electrn's helper, Morrow
& Beatty; 1931-34, ap'ticeship course, and from 1934 to date, engrg. office, com-
mercial and distribution dept., and at present, asst. distribution engr., Shawinigan
Water & Power Company.
References: J. H. Fregeau, A. C. Abbott, F. W. Bradshaw, J. F. Wickenden,
C. V. Christie, C. H. Champion.
FEIFFER— FRED, of 329 Eglinton Ave. East, Toronto, Ont. Born at Regina,
Sask., Feb. 26th, 1917; Educ: B.A., 1938, B.Sc. (Engrg. Phys.), 1940, Univ. of Sask.;
1940 (4 mos.), aeroplane runway inspection, cost estimating of switchboards and
panels; 1940 to date, instrument design and glass engrg., optical lens tools, Research
Enterprises Ltd., Leaside, Ont.
References: D. C. R. Miller, C. J Mackenzie, I. M. Fraser, R. A. Spencer, E. K.
Phillips.
FLOYD— EDWARD, of 1431 Dobson St., Vancouver, B.C. Born at Normanby,
Yorks., England, March 17th, 1874; Educ: 1895-96, Durham College of Science,
Newcastle, England. 1896-97, City & Guilds of London Institute — Mining Engr.,
Mine Surveyor, 1897; R.P.E. of B.C.; 1885-1905, mining experience, through every
grade to district manager, Ashington Collieries, Northumberland; 1905-15, consltg.
engr., Miners' Executive Committee and Federation of Great Britain; 1915-17,
Royal Army Medical Corps; 1918-19, returned to mines, and loaned for two years
to Canada to work for the late Lord Shaughnessy, President, C.P.R., attached to the
Sydney Junkins Construction Engrs., Vancouver office; 1920-28, private practice,
chiefly valuations and reorganizations, Vancouver, B.C.; 1928-30, engaged to open
up a coal area and drive a tunnel for the Ashington Coal Co. Ltd., New Westminster;
1930-31, returned to England; 1933-35, made an appraisal and valuation of the Maple
Leaf Iron Works, and gen. mgr. of Maple Works, Vancouver; at present, director, as
mining engr. on Board, and consltg. mining engr. to the West Coast Collieries,
Vancouver, B.C.
References: A. D. Créer, A. S. Gentles, A. S. Wootton, A. E. Foreman, W. N.
Kelly, P. B. Stroyan.
FOURNIER— EMMANUEL JOSEPH, of 509 Third Ave., Quebec, Que. Born at
St. Magloire, Que., Oct. 18th, 1901; Educ: B.S. in M.E., Univ. of Mich., 1930; R.P.E.
of Que.; 1915-17, foundry work; 1920-22, tool making; 1922-23, divn. sec'ty., Cie.
Electrique Bellechasse; 1923-25, station service, Quebec Power Co.; 1925-32, machine
tool and die design, Ford, Continental, Wolverine, etc.; 1932-36, sales, design and
service engr., J. A. Y. Bouchard Ltée., Quebec; consltg. engr. on metal parts produc-
tion, design, constrn. and management of heating, power, ventilating and refrigera-
tion plants, also teacher in thermodynamics and refrigeration, Ecole Technique,
Quebec.
References: P. Méthé, Y.-R. Tassé, A. Laframboise.
THE ENGINEERING JOURNAL March, 1943
177
FRASER— KENNETH WALKER, of 5145 Côte St. Luc, Montreal, Que. Born
at Pembroke, Ont., Oct. 19th, 1902; Eudc.: B.A.Sc. (E.E.), Univ. of Toronto, 1927;
1927 -30, various plants and sales offices, Westinghouse Electric & Mfg. Co.; 1929 to
d;:te, technical sales, and at present, Montreal District Manager, Canadian Westing-
house Co. Ltd., Montreal.
References: H. A. Cooch, \V. P. Dobson, A. D. Ross, D. Anderson, J. B. Challies,
R. E. Heartz, G. A. Gaherty.
HOUGH— AYTON LLOYD, of Montreal, Que. Born at Cookshire, Que., Sept.
29th, 1905; Educ: B.Eng. (Elec), McGill Univ., 1933; 1922 to date (except when
attending McGill), with the Shawinigan Water & Power Company — 1934-37, system
operator, 1937-38, asst. supt., and 1938-39, supt., terminal stns., Montreal, and 1939
to date, asst. supt., distribution stns., Montreal.
References: S. S. Scovil, W. R. Way, J. Morse, L.-A. Duchastel, H. M. Finlayson.
HOWLEY— JAMES THOMAS, of 1447 Metcalfe St., Montreal, Que. Born at
Arthabaska Landing, Alta., Mav 28th, 1913; Educ: B.Eng., N.S. Tech. Coll., 1935;
B.A., Oxford Univ., 1939; 1939-40, asst. elec. engr., Bowater's Nfld. Pulp & Paper
Mills, Corner Brook, Nfld.; 1940-41, dftsman., and May, 1941, to date, asst. engr.,
plant layout and design. Defence Industries Limited, Montreal.
References: H. C. Karn, J. R. Auld, P. Varley, A. G. Moore, F. H. Sexton.
JACKSON— CLYDE BRUCE, of 953 Dominion St., Winnipeg, Man. Born at
Grand Forks, N.D., April 22nd, 1908; Educ: B.Eng. (Civil), Univ. of Sask., 1931.
1928-31 (summers), dftsman., designer, instr'man., etc, with C. M. Miners Constrn;
Co. Ltd., J. Melrose Morrison, Architect, and City Engr's. Dept., Saskatoon; 1931-33,
designing engr.. City Engr's. Dept., Saskatoon; 1934, designing engr., reinforced
concrete and struct'!, details, 4-storey hospital, Prince Albert, Sask., for G. J. K.
Verbeke, Architect; 1935, designing engr. and dftsman., filtration plant and storage
reservoir, at Swift Current, for Underwood & McLellan, consltg. engrs., Saskatoon;
June, 1941, to date, district engr., Aluminate Chemicals Ltd., Toronto, Ont., super-
vising and consltg. water treatment engrg. and chemicals, servicing, war industries.
City and industrial power plants, hospitals, packing plants, oil refineries, etc., Port
Arthur to West Coast.
References: C. J. Mackenzie, G. D. Archibald, E. W. R. Butler, R. A. Spencer,
B. A. Evans, W. L. Foss.
JOHNSON— ROBERT ERNEST LACEY, of Toronto, Ont. Born at Montreal,
June 30th, 1909; Educ: B.Eng. (Elec), McGill Univ., 1932; R.P.E. of Ont; 1929-30,
operations engr., Northern Electric Co. Ltd.; 1933-35, radio production engr., Elec-
tric Auto-Lite, Sarnia, Ont.; 1935-36, sales engr., tech. equipment, engrg. products,
govt, contracts engrg., and 1936-41, mgr., industrial divn., R.C.A. Victor Co. Ltd.;
1941-42, senior management engr., and 1942 to date, supervising management engr.,
Stevenson & Kellogg Ltd., Toronto, Ont.
References: T. M. Moran, P. Kellogg, H. W. Lea, J. E. Dion, S. R. Frost.
JUPP— ERNEST H., of 2015 Inglewood Ave., Hollyburn, B.C. Born at Orillia.
Ont., Nov. 22nd, 1891; Educ: B.A.Sc. (Civil), Univ. of Toronto, 1915; 1916-18,
Candn. Rly. Troops; 1919, Mclntyre Mine, Timmins; 1920, storm sewer constrn.,
Orillia, Ont.; 1923-28, field engr., 1930, dftsman., Sydney E. Junkins Co. Ltd.,
Vancouver; 1931, instr'man.. Water Rights Br., B.C.; 1931, inspr., dam constrn.,
Irrig. Dist. of Winfield, B.C.; 1935-36, field engr., Carter Halls Aldinger Co. Ltd.;
1937, field engr., Armstrong & Monteith, Vancouver; 1940, res. engr., and 1941 to
date, asst. district airway engr., civil aviation divn., Dept. of Transport, Hollyburn,
B.C.
References: P. B. Stroyan, C. R. Crysdale, C. E. Webb, H. N. Macpherson, G. T.
Chillcott.
KEIL— HUGH DOUGLAS, of 983 Bruce Ave., Windsor, Ont. Born at Brock,
Sask., May 1st, 1915; B.A.Sc, Univ. of B.C., 1937; R.P.E. of Ont.; 1937-40, engrg.
ap'tice course, Canadian Westinghouse Co. Ltd., Hamilton, Ont.; Feb., 1940, to date,
elec engr., Windsor plant, Canadian Industries Ltd., Windsor, Ont.
References: H. L. Johnston, A. H. Pask, J. F. Bridge, D. W. Callander, J. R. Dunbar.
KELLETT— WILFRED MELVIN, of 3437 Peel St., Montreal, Que. Born at
Woodstock, Ont., June 3rd, 1907; Educ: B.A.Sc, Univ. of Toronto, 1934; 1934-38,
production engr., Brownsburg, and 1938-41, mtce. engr. and methods engr., Montreal,
Canadian Industries Ltd.; 1941-42, supt. of labour, transportation and personnel,
Winnipeg, and at present, production engr., small arms ammunition administrative
dept., Defence Industries Ltd., Montreal.
References: H. B. Hanna, C. H. Jackson, E. L. Johnson, A. C. Rayment, M. V.
MacDonald.
MAINGUY— WILLIAM FRANCIS, of Montreal, Que. Born at Minneapolis,
Minn., July 27th, 1905; Educ: B.Sc (Elec), Queen's Univ., 1928; R.P.E. of Que.;
with Shawinigan Water & Power Company as follows: 1928-29, gen. elec. layout and
relay protection work; 1929-31, technical and economic studies of proposed Upper
St. Maurice power developments; 1932-36, gen. sales development work as power
sales engr. i/c power sales divn., 1937-42, power sales mgr., commercial and dis-
tribution dept., and at present, personnel co-ordinator for Shawinigan and
associated companies.
References: J. B. Challies, P. S. Gregory, J. A. McCrory, R. E. Heartz, C. R. Reid,
L.-A. Duchastel.
MOSS— FRANCIS W., of Montreal, Que. Born at Preston, Ont., Dec 16th, L900;
Educ: B.A.Sc, Univ. of Toronto, 1923; 1923-24, Cambridge Univ., England; 1920-25
(summers), with James, Proctor & Redfern, Toronto; 1925-30, president, Moss
Engineering Co., Toronto, combustion engrg., stokers, blowers, etc.; 1930-37, vice-
president, Construction & Maintenance Ltd., gen. contractors, Montreal; 1937 to
date, engr. and salesman. Just Equipment & Supply Co., Montreal; at present, mgr.,
Ready Mix Concrete Ltd., Montreal, Que.
References: R. B. Young, E. S. Miles, A. J. Grant, Jr., J. M. Breen, W. W. Timmins.
McGEE— GEORGE LESLIE, of 551 Broadview Ave., Ottawa, Ont. Born at
Toronto, July 10th, 1894; Educ: B.A.Sc (Civil), Univ. of Toronto, 1921; R.P.E. of
Ont.; 1910-11, land surveying; 1913-14, 1915 and 1920 (summers), roadway section,
Toronto Public Works; 1922-23, rodman, instr'man., Illinois Central R.R.; 1923-25,
cost clerk, 1925-27, asst. constrn. mgr., Geo. A. Fuller Co., Chicago-New York;
1927-30, estimator, supt.. Foundation Co. of Canada Ltd., Montreal; Supt. of bldg.
constrn., as follows: 1930-31, C.P.R., 1931-32, Thomson Bros., 1932-33, Richardson
Construction Co., 1933-36, Dept. of National Defence; 1936 to date, supervising
engr. of aerodromes, Dept. of Transport, Ottawa, Ont.
References: C. P. Edwards, K. M. Cameron, E. P. Murphy, F. G. Goodspeed,
W. H. G. Flay.
PAQUETTE— GEORGES, of 90 St. Joseph Blvd. East, Montreal, Que. Born at
Montreal, June 16th, 1905; Educ: B.A.Sc, C.E., Ecole Polytechnique, 1929. R.P.E.
of Que.; Summers — 1925 and 1927, surveying, Quebec Streams Commission, 1926,
constrn. work, J. A. A. Leclair & Dupuis, office work, Montreal Tramways; 1929-30,
survey and constrn., Associated Engineers; 1930-32, constrn. supervn., new bldg.,
Univ. of Montreal, for E. Cormier, M.E.I.C, Architect; 1932-38, with Ulric Boileau
Ltd., gen. contractors, as res. engr., estimator and gen. supt. on various projects;
1938 to date, with the City of Montreal — 1938-42, technical dept., bldg. estimation
for assessment purposes, 1942 to date, hydro-electrical operation divn., new constrn.,
supervn. and gen. engrg.
References — J.-G. Caron, J. -A. Jette, J. Comeau, F. V. Dowd, D. Desormeaux.
PEARSON— ARTHUR, of 4077 West 13th Ave., Vancouver, B.C. Born at
Clydebank, Scotland, Nov. 4th, 1905; Educ: B.Sc. (1st Class Honours — Civil Engrg.),
Glasgow University, 1927; A.M., Inst. CE. (London) ;R.P.E. of B.C.; 1924-25-26
(summers), and 1927-28, junior engr., asst. engr. on survey, and dfting and design of
bridges, on road constrn. in Scotland; 1928-29, with E. G. M. Cape & Co., Montreal,
on quantity survey and later engr. i/c of constrn. of mill bldgs. at Steel Co. of Canada
plant, Lachine; 1929, dftsman. and designer, Stuart Cameron & Co., and E. I. C.
Cassedy, Vancouver; 1929-31, structl. designer, Powell River Co. Ltd., Powell River,
B.C.; 1932, asst. on hydraulic development for mine power plant for W. R. Bonny-
castle, M.E.I.C, consltg. engr.; 1933-34, dftsman. and designer, John S. Metcalf Co.;
1934-35, engr. on design and constrn., Bloedel, Stewart & Welch; 1935, drftsman.
and structl. designer, Cons. Mining & Smelting Co., Trail, B.C.; 1936 to date,
consltg. engr., Vancouver, B.C.
References — D. O. Lewis, J. R. Grant, A. D. Créer, P. B. Stroyan, J. B. Barclay,
G. H. Bancroft.
PECK— ESMOND HASTINGS, of 455 Elm Ave., Westmount, Que. Born at
Montreal, March 24th, 1910; Educ: B.Eng. (Civil), McGill Univ., 1936; with the
Shawinigan Water & Power Company as follows: 1936-40, dftsman. in distribution
office, Three Rivers, 1940-42, asst. to district distribution engrs., field surveys, design
and estimates, etc., 1942 to date, junior engr., water resources and statistical dept.,
asst. to hydraulic engr., Montreal.
References — A. C. Abbott, M. Balls, H. Massue, H. M. Finlayson.
PERRY— FREDERICK LLOYD, of Imperoyal, N.S. Born at Winnipeg, Man.,
Aug. 31st, 1917; Educ: B.Sc. (Chem. Engrg.), Queen's Univ., 1942; 1937-39 (sum-
mers), San Antonio Gold Mine, Central Man., and International Nickel Company;
1940 (summer), lab. asst., control lab., International Nickel Co. Refinery at Port
Colborne; 1940-41, asst. metallurgist, munitions dept., Pedlar People Ltd., of Oshawa;
May, 1942, to date, asst. engr. of process control, Imperial Oil Co. Ltd., Dartmouth,
N.S.
References — C. Scrymgeour, L. E. Mitchell, R. L. Dunsmore, A. E. Myra.
SAFRAN— NATHAN, of Calgary, Alta. Born at Calgary, April 12th, 1914;
Educ: B.Sc, 1934, M.Sc, 1935, Univ. of Alta.; 1936-40, instructor in science, and
1940 to date, head of science dept., Provincial Institute of Technology. Also 1938
to date, considerable analytical work (oil tests, organic, inorganic analyses and con-
sultant work).
References— S. G. Coultis, F. N. Rhodes, J. B. deHart, A. Higgins, J. W. Young.
SALISBURY— ERNEST ALEXANDER, of 61 Kingsmount Park Road, Toronto,
Ont. Born at Toronto, Sept. 20th, 1898; Educ: B.A.Sc, Univ. of Toronto, 1920;
R.P.E. of Ont.; 1920, detailer, Dominion Bridge Co. Ltd.; 1921-23,x asst. engr.,
Toronto Power Co.; 1923-29, asst. engr. and dftsman., Toronto Hydro-Electric
System; 1929 (May-July), asst. engr., Horwood & White, Toronto; 1929-31, asst.
engr., Truscon Steel Co., Toronto; 1934-36, asst. engr., Public W'orks of Canada,
Toronto; 1936 to date, asst. engr. and dftsman., G. L. Wallace, M.E.I.C, Consltg.
Engr., Toronto, Ont.
References— G. L. Wallace, C. D. Carruthers, C. C. Jeffrey, W. S. Wilson, S. H.
deJong, C. G. R. Armstrong.
SMITH— ERNEST ALBERT, of Toronto, Ont. Born at Gormley, Ont., Dec. 2nd,
1887; Educ: B.A., MA. (Honours Chemistry, Minerology, Geology), McMaster
Univ., 1916; 1916-17, chemist and plant work, Canadian Explosives Ltd.; 1917-19,
i/c soil survey work, western Canada for Dom. Govt.; 1920-22, research chemist,
1922-24, chief chemist, Standard Chemical Company, Montreal; 1924 to date, Dept.
of Chemical Engrg., Faculty of Applied Science and Engineering, University of
Toronto, as follows: 1924-29, lecturer, 1929-39, asst. professor, 1939-42, associate
professor in chemical engrg., and Jan., 1943, to date, professor of industrial chemistry.
References — C. R. Young, W. S. Wilson, J. R. Cockburn, W. B. Dunbar, G. R.
Lord, J. J. Spence, W. M. Treadgold.
STEVENSON— WALTER REGINALD, of 98-4th Ave., Ottawa, Ont. Born at
Westmount, Que., May 18th, 1908; Educ: mech. drawing, Montreal Technical
Institute; 1935-36, test dept., trouble shooting and alignment of radio equipment,
Canadian Marconi Co., Montreal; 1937, conversion of automatic telephone equip-
ment, Northern Electric Co. Ltd., Montreal; 1937, trouble shooting, radio equip-
ment, R.C.A. Victor Co., Montreal; 1937-39, radio service for factory branch, Cana-
dian Radio Corporation, Montreal; 1939, transmitter valve test lab., Canadian
Marconi Co., Montreal; 1939-42, dftsman., gen. engrg. dept., Aluminum Co. of
Canada, Montreal; 1942 to date, mech. drawing and design, dept. of physics and elec.
engrg., National Research Council, Ottawa, Ont.
References— R. W. Bovle, A. D. Turnbull, C. P. Edwards, S. R. Banks, J. W.
Roland.
THOMASSON— HARRY, of Hamilton, Ont. Born at Bolton, England, Sept.
7th, 1900; I.C.S. course in mech. engrg. Course in welding engrg., Westinghouse Elec.
& Mfg. Co., East Pittsburgh, R.P.E. of Ont.; 1916-20, tool makers ap'tice., National
Steel Car Corpn., Hamilton; 1920-23, foreman, cold header dept., Stanley Works of
Canada, Hamilton; with Canadian Westinghouse Co. Ltd. as follows: 1923-28, gen.
work as welder and layout man in fabricating divn., 1928-30, time and motion study
work, 1930 to date — took welding engrg. course at East Pittsburgh, becoming welding
engr. at Hamilton, with control of all technical phases of metal joining. In 1936,
technical control of all heat treating added to above as a result of a special study of
these processes. Late in 1941 assumed control of new metallographic laboratory.
References— H. A. Cooch, N. Eager, N. Metcalf, A. Love, O. W. Ellis, T. S.
Glover.
VEALE— FREDERIC JAMES, of Hamilton, Ont. Born at Kingston, Ont.
Nov. 11th, 1899; Educ: B.Sc. (Civil), Queen's Univ., 1923; 1922, instr'man., Dept.
of Highways of Ontario; 1923-27, res. engr., sewer dept., 1927-28, designing office,
sewer dept., and 1929 to date, supt. of waterworks, City of Hamilton.
References— W. L. McFaul, A. R. Hannaford, H. S. Philips, E. M. Whitby,
W. G. Hollingworth.
WEBSTER— GORDON BURVILLE, of 6 Algoma Ave., Sault Ste. Marie, Ont-
Born at Newmarket, Ont., Aug. 30th, 1895; Educ: B.Sc, Queen's Univ., 1923;
1923, concrete inspr. and instr'man., Ont. Dept. of Highways; 1923-24, instr'man.,
Holland Marsh Drainage Syndicate; 1924, field engr., Wayagamack Pulp & Paper
Co., Flamand, Que.; 1924-26, structl. steel detailing, American Bridge Co.; 1926,
steel detailing, Hamilton Bridge Co.; 1927, checking drawings, etc., Morava Constrn.
Co., Chicago; 1927 (Apr. -July), chief designer, Dominion Bridge Co., Winnipeg;
1927-32, res. engr., Manitoba Good Roads Board, at Brandon; 1932-34, private
practice, estimating, etc.; 1934-42, res. engr., Ont. Dept. of Highways; at present on
leave of absence, with A. G. McKee Co., Cleveland, Ohio, as chief field engr., at
Sault Ste. Marie, on large project for Algoma Steel Corporation.
References— L. R. Brown, W. D. Adams, A. H. Russell, R. M. Smith, W. B.
Redfern.
WONG— WALTER JAMES, of 1445 St. Urbain St., Montreal, Que. Born at
Victoria, B.C., August 31st, 1913; Educ: B.Eng. (Civil), McGill Univ., 1940; 1938-39
(summers), topographic survey, and brake testing and calculations, Montreal Tram-
ways; 1939-40, concrete detailing, 1940 to date, reinforced concrete design, gen.
engrg. dept., Aluminum Company of Canada, Montreal.
References— M. E. Homback, D. G. Elliot, S. R. Banks, J. W. Roland, R. E.
Jamieson, R. DeL. French.
WYATT— DIGBY, of 174 Spadina Ave., Toronto, Ont. Born at Toronto, Feb.
20th, 1904; Educ: B.A.Sc, Univ. of Toronto, 1925; 1922-24 (summers), gen. dfting..
etc., roadways section, Dept. of Public Works, City of Toronto; 1932-35, sales engr.
in Ontario for G. H. Wood& Co. Ltd.; 1935-37, sales mgr., rock wool divn., i/c of
production, Alfred Rogers Ltd.; 1937-42, industrial combustion engr., The Elias
Rogers Co. Ltd.; March, 1942, to date, on leave of absence to Wartime Bureau of
Technical Personnel, and from December, 1942, regional representative of the
Bureau at Toronto.
References— L. A. Wright, C. R. Young, S. R. Frost, E. A. Allcut, W. L. Cassels,
T. S. Glover, W. H. M. Laughlin, H. W. Lea, I. S. Patterson, F. E. Wellwood, H. E. T.
Haultain, K. H. Tremaine, A. M. Toye.
178
March, 1943 THE ENGINEERING JOURNAL
FOR TRANSFER FROM JUNIOR
CRAIG— CARLETON, of 35 Broad St., Aylmer, Que. Born at Ottawa, Apr. 25,
1909; Educ: B. Eng. 1933, M. Eng. 1934, McGill Univ., graduate summer school
in Aerodynamics, Elasticity and Vibrations, Univ. of Michigan, 1935; 1927-33
(summers), chainman, instr'mn., inspr., clerk, C.N.R.; 1934-40, lecturer Dept. of
Civil Engrg. and Applied Mechanics, McGill Univ.; 1938-39 (summers), project
engr., Canadian Car & Foundry Co.; 1940-41, chief ground instr., Windsor Mills
Flying Training School; 1941 to date, techl. asst. to Director-General Army Engrg.
Design Branch, Dept. of Munitions & Supply. (St. 1931, Jr. 1937).
References — R. E. Jamieson, E. Brown, F. M. Wood, P. E. Savage, C. A. Peachey,
L. H. Burpee.
DAVIDSON— ARTHUR CAMPBELL, of 80 St. Clair Ave. West, Toronto. Born
at Calgary, Alta., July 21, 1914; Educ: B.Sc, 1935, E. E., 1936, Univ. of Manitoba.
1931-35 (summers), instr'mn., dftsmn., Columbia Valley Irrigated Fruit Lands,
Invermere, B.C.; 1936 (summer), laborer, Bridge and Bldg. Dept., C.P.R., Portage
Division; 1937-38, junior engr., Dominion Bridge Co. and Aluminum Co. of Canada
jointly, Shawinigan Falls, Que.; 1938-40, demonstrator, Dept. of Engrg. drawing,
University of Toronto; 1940-41, inspr., Canadian Inspection & Testing Co., Toronto,
testing materials; soil engr. Camp Borden airport; asst. inspr. Universal Carrier body
and accessories built at Windsor, Ont., by Canadian Bridge Co.; June, 1941, to date,
Captain, R.C.E., Canadian Army Active, covering off Staff Captain appointment.
E2 (b) in Directorate of Engineer Development, National Defence Headquarters,
Ottawa. (St. 1935, Jr. 1937).
References — E. C. Thome, J. J. Spence, A. E. Macdonald, R. C. Manning, S. H.
deJong.
GALE— FREDERIC TYNER, of Calgary, Alta. Born at Macleod, Alta., Feb. 6,
1908; Educ: B.Sc. (Elec), Univ. of Alta., 1935; 1935 (6 mos.) sales engr., electrical
equipment, Wilkinson & McLean, Calgary; 1935-36, serviceman, Canadian Utilities
Ltd.; 1936-40, apprentice and junior engr., and at present engr., Calgary Power Co.
Ltd., Calgary, Alta. (Jr. 1940).
References — H. B. Sherman, H. B. Lebourveau, J. McMillan, H. Randle, F. A.
Brownie.
LAWSON— GEORGE WHYTALL, of Lachute, Que. Born at Bradford, Ont.,
July 28, 1910; Educ: B.A.Sc, Univ. of Toronto, 1933; 1937 (4 mos.), surveyor,
highway constrn., 1938 (4 mos.), mechl. and structl. dfting. and 1938-40, costing and
estimating, Dufferin Paving Co., Toronto; Aug., 1940, to date, plant mtce., mtce.
engr.. Defence Industries Ltd., Brownsburg, Que. (St. 1935, Jr. 1938).
References — C. Johnston, J. F. Lynch, F. X. Granville, H. C. Karn, J. W. Houlden.
NESBITT— WILLIAM PAUL, of Cornwall, Ont. Born at Merritton, Ont., Nov.
10th, 1911; Educ: B.Sc. (Mech.), Queen's Univ., 1935; 1930-35 (summers), 1929,
and 1936, Alliance Paper Mills, Merritton; 1936-38, engrg. dept. Fraser Companies
Ltd., Edmundston, N.B., design and constrn. work; 1938-39, engrg. and design work
for sulphite and rayon pulp mills, Canadian International Paper Co., Engrg. Dept.;
1939-41, asst. master mechanic and master mechanic, Consolidated Paper Corp.,
Grand'Mère, Que.; 1941 to date, mechl. supt., i/c all mechl. mtce., Howard Smith
Paper Mills, Cornwall, Ont. (Jr. 1937).
References— R. E. Smythies, F. O. White, D. S. Ellis.
RETTIE— JAMES ROBERT, of LaTuque, Que. Born at Winnipeg, July 3, 1913;
Educ: B.Sc. (Civil) Univ. of Man., 1935; 1935-37, timekeeper, C.P.R., Nelson,
B.C.; 1937-38, engr., iron foundry operations, Anthes Foundry Ltd., Winnipeg;
1938-40, techl. dftsmn. and instr'mn., Surveys Branch, 1940-41, engr. on hydro-
metric work, 1941-42, engr. i/c water development. Nor. Man., Water Resources
Branch, Man. Dept. of Mines and Natural Resources; 1942 to date on loan to Fraser
Brace, Ltd., LaTuque, Que., engr. on constrn. of aluminum plant. (Jr. 1938).
References — C. H. Attwood, E. Gauer, F. S. Small, D. M. Stephens.
FOR TRANSFER FROM STUDENT
BATEMAN— LEONARD ARTHUR, of 508 Carlaw Ave., Winnipeg. Born at
Winnipeg, Jan. 14, 1919; Educ: B.Sc. (Elec), Univ. of Man., 1942; 1940, (summer),
machine man underground, surface survey work, Madsen Red Lake Mine; 1941
(summer), electrician helper, and 1942 to date, junior engr.. City of Winnipeg Hydro
Electric System. (St. 1941)
References — E. P. Fetherstonhaugh, N. M. Hall, A. E. Macdonald, G. H. Herriot,
J. W. Sanger.
DAVIS— SAMUEL, of 4955 Circle Road, Montreal. Born at Saint John, N.B.,
Sept. 10, 1914; Educ: B.Sc. 1938, Univ. of N.B., M.Sc 1939, Mass. Inst, of Tech.;
1936 (summer), concrete and piling inspr., Foundation Co. of Canada; 1937-38
(summers), asphalt plant and road inspr., Milton Hersey Co.; with Noorduyn
Aviation Ltd. as follows: 1939-41, supervisor of outside production; 1941 to date,
stress analyst, design and analysis of new components and assemblies, completed
analysis of company-designed aircraft for U.S. Army Air ForceandR.C.A.F. (St. 1938.)
References — J. Stephens, E. O. Turner, A. F. Baird, H. Scheunert, I. S. Backler.
HARDING— HERMAN, of Shipshaw, Que. Born at Vancouver, June 30, 1918;
Educ: B.Sc. (Civil), Univ. of Sask., 1939; 1935-39 (summers), surveying with
S. Harding, S.L.S.; 1939-40, water conversation, P.F.R.A., Regina; 1940-42 airport,
constrn., Dept. of Transport, Regina; 1942 to date, engr. on powerhouse constrn.,
Foundation Co. of Canada, Shipshaw, Que. (St. 1939).
References — S. Harding, C. J. Mackenzie, R. A. Spencer, G. T. Chillcott, G. R.
Adams.
LANCEFIELD— HAROLD ALLAN, of 521 Prince Arthur Ave., Montreal. Born
at Calgary, Alta., Jan. 21, 1916; Educ: B.Sc. (Mech.), Univ. of Sask., 1939; 1940-42,
mtce. engr., Alliance Paper Mills Ltd., Merritton, Ont.; 1942 (Jan. -Aug.), project
engr., Canadian Industries, Ltd., Windsor, Ont.; at present, Pilot Officer, R.C.A.F.,
Aeronautical Engineering Branch, Montreal. (St. 1939).
References — H. L. Johnston, C. J. Mackenzie, I. M. Fraser, W. E. Lovell, N. B.
Hutcheon.
LEE— JOHN DOUGLAS, of Kingston, Ont. Born at Brantford, Ont., Apr. 15,
1917; Educ: B.Sc, Queen's Univ., 1940; 1935-38 (summers), chainman, rodman,
instr'mn., Highways Dept., Toronto; 1939 (summer). County of Waterloo, inspr.
and dftsmn.; 1940-42 (summers), hydraulic dept., H.E.P.C. of Ontario; 1941-43,
lecturer, Dept. of Civil Engrg., Queen's Univ., Kingston, Ont. (St. 1940)
References — D. S. Ellis, S. D. Lash, J. R. Montague, D. J. Emrey.
MOORE— JOHN BEVERLY, of Cleveland, Ohio. Born at Chatham, Ont., Sept.
1st, 1918; Educ: B.A.Sc. (Civil), Univ. of Toronto, 1940; 1937 (summers), dftsmn.
and field material checker, S. C. Hadley Constrn. Co., Detroit; 1938-39 (summers,)
dftsmn. and checker, with Isaac Moore, Chatham, Ont.; 1940 (summer) detailer
on struct'l. steel, Canadian Bridge Co., Walkerville, Ont.; with Arthur G.
McKee & Co., Cleveland, Ohio, as follows: 1940-41, in Trinidad, B.W.I., as asst.
civil engr. on the constrn. of a modern and new process refinery for the manufacture
of 100 octane gasolene, later asst. to the general foreman supervising underground
piping for oil and water drainage, also i/c misc. steel and rigging work, etc.; Oct.,
1941, transferred to East Chicago, Indiana, as chief field engr. on constrn. of blast
furnace for Inland Steel Co.; May, 1942, to date, designer and checker, engrg. dept.,
Cleveland, Ohio. (St. 1940).
References: D. T. Alexander, C. R. Young, R. F. Legget, C. F. Morrison.
LIBRARY NOTES
(Continued from page 176)
Canada — Department of Mines and Re-
sources— Mines and Geology Branch
— Bureau of Mines:
Coal mines of Canada, January, 1943.
U.S. Bureau of Standards — Miscellan-
eous Publication M 172:
Index to the reports of the national conference
on weights and measures from the first
(1905) to the thirty-first (1941) inclusive.
U.S. Bureau of Standards — Handbook
H29:
Specifications, tolerances and regulations
for commercial weights and measures and
weighing and measuring devices. Super-
sedes handbook H22. Issued September 26,
1942.
U.S. Bureau of Standards — Building
Materials and Structures:
Report BMS94 — Water permeability and
weathering resistance of stucco - faced,
gunite-faced and "knap concrete unit"
walls.
University of Illinois Engineering Ex-
periment Station:
Bulletin series No. 337 — Tests of riveted
and welded joints in loiv-alloy structural
steels. A report of an investigation conducted
by the Engineering Experiment Station of
the University of Illinois and the American
Bridge Company. No. 338 — Influence
charts for computation of stresses in elastic
foundations. No. 339 — Properties and
applications of phase-shifted rectified sine
waves. Circular series No. 45 — Simplified
procedure for selecting capacities of duct
systems for gravity warm-air heating
plants. No. 47 — Save fuel for victory.
Purdue University — Engineering Bulle-
tin:
Research series No. 86 — A study of chert
as a deleterious constituent in aggregates.
BOOK NOTES
ALTERNATING-CURRENT CIRCUITS
(Rochester Technical Series)
By E. M. Morecock. Harper & Brothers,
New York and London, 1942. 175 pp.,
diagrs., charts, tables, 9}/% x 6 in., cloth,
$2.75.
This text is intended for use in. technical
institutes, junior colleges and industrial
schools, and is based on a functional study
of the essentials of a course in the subject.
Problems and laboratory experiments are in-
cluded. No knowledge of calculus is necessary.
AMERICA FLEDGES WINGS, the His-
tory of the Daniel Guggenheim Fund
for the Promotion of Aeronautics
By R. M. Cleveland, with a foreword by
R. A. Millikan. Pitman Publishing Cor-
poration, New York and Chicago, 1942.
224 PP-, Mus., diagrs., charts, maps,
tables, 9lA x 6 in., cloth, $2.50.
The story of this fund and the great part
it played in fostering the development of aero-
nautical achievement in America is told in
detail in this interesting volume.
CHEMICAL-TECHNICAL DICTIONARY
(German -English-French-Russian)
By A. W. Mayer, translated under the
direction of B. N. Menshutkin and M. A.
Bloch. 1st American ed. Chemical Publish-
ing Co., Brooklyn, N.Y., 1942. 870 pp.,
9 x5Vi in., cloth, $8.00.
This is the first American edition of a well-
known German dictionary. A comprehensive
German vocabulary is given, with equivalents
in English, French and Russian. Readers of
German chemical literature will find the work
very useful.
HEAT
By J. M. Cork. 2 ed. John Wiley <fe Sons,
New York, 1942. 294 pp., diagrs., charts,
tables, 9V2x 6 in., cloth, $3.50.
This well-known text covers temperature
and its measurement, specific heats, thermal
expansion, the transfer of heat, radiation, the
first law of thermodynamics, the state of mat-
ter, elementary thermodynamics and the pro-
duction of high and low temperatures. This
edition has been revised to include references
to recent advances in the subject of heat and
has also been adapted to students with less
preparation by increasing the amount of
descriptive matter.
PRINCIPLES OF AERONAUTICAL
RADIO ENGINEERING
By P. C. Sandretto. McGraw-Hill Book Co.
New York and London, 1942. 414 PP-,
Mus., diagrs., charts, tables, 9% x 6 in.,
cloth, $3.50.
An engineering treatment is given of the
peculiar problems that are involved in the
use of radio in air transportation and of the
means taken to solve them. The nine radio
facilities used in modern air transport practice
are considered in detail. The book is written
chiefly from the point of view of commercial
airline operation and assumes some prelim-
inary knowledge of radio.
PRINCIPLES OF ELECTRONICS
By R. G. Kloeffler. John Wiley & Sons,
New York; Chapman & Hall, London,
1942. 175 pp.. Mus., diagrs., charts, tables,
9Y2 x 6 in., cloth, $2.50.
A short introductory book on electronics,
intended for sophomore or junior students of
electrical engineering, and to be followed by
a mathematical treatment of the subject.
WELLS' MANUAL OF AIRCRAFT MA-
TERIALS AND MANUFACTURING
PROCESSES
By T. A. Wells. Harper & Brothers, New
York and London, 1942. 212 pp., Mus.,
diagrs., tables, lOty x 7)4 in., cloth, $3.50.
The various materials and manufacturing
processes used in airplane construction, and
the characteristics, advantages and disad-
vantages of each are clearly and concisely set
forth in this book.
THE ENGINEERING JOURNAL March, 1943
179
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless^
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
MECHANICAL ENGINEER. Either capable of mak-
ing mechanical repairs to power shovels, tractors,
etc., or willing to learn. Apply to Box No. 2619-V.
EXPERIENCED |TRANSITMAN for railway engin-
eering work. Apply to Box No. 2629-V.
CIVIL ENGINEER, must be capable of supervising
plant and small town house construction. Apply to
Box No. 2630- V.
SITUATIONS WANTED
CIVIL ENGINEER, 38, experienced in all types of
building construction and in industrial layout work.
Wants permanent or temporary position in charge of
design or construction. Present location, Montreal.
Apply to Box No. 576-W.
GRADUATE MECHANICAL ENGINEER, m.e.i.c,
17 years experience as production manager and
factory organizer in metal and various other indus-
tries, military exempt, available on short notice.
Apply to Box No. 1730-W.
SURVEYING INSTRUMENTS FOR
SALE
SIMPLE THEODOLITE, Stackpole and Bros
Telescope, 10" long, 1 x/i" dia. O.S.
Compass, 5J4" dia.
Table, 7%" dia.
Scale, 6M" dia.
Height of C.C. of telescope above levelling table.
io yi".
Spirit levels, 3 \4" long x Jj" dia.
levelling screws, 4.
Condition of instrument and lenses — excellent.
Complete with tripod and plumbob in wooden case,
TRANSIT, Watts.
Telescope, 7 'A" long, 1" dia. O.S.
Horizontal scale, 3" dia.
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.
Vertical scale, 3 }4" dia. O.S.
Compass, 2\i" dia.
Height of C.C. of telescope above levelling table,
7)4".
Levelling screws, 4.
Prism eyepiece and sun glass — 1.
Extra eyepiece — 1.
Scale reading lenses — 2.
Spare frame in aluminum case.
Plumbob— 1.
Complete in wooden case with tripod.
Condition of instrument and lenses — excellent.
TRANSIT, F. Barker & Sons, London.
Telescope, 9" long, W dia. O.S.
Horizontal scale, 4J4" dia.
Vertical scale, i'A" dia.
Compass, 2 }4" dia.
Height of C.C. of telescope above levelling table,
9M'.'.
Levelling screws, 4.
Levelling table part of the tripod.
Scale reading glasses — 2.
Prism eyepiece and sun glass — 1.
Plumbob— 1.
Complete in leather-covered wooden box, with
tripod.
Condition of instrument and lenses — excellent.
Y LEVEL, Watts (bright brass).
Telescope, 10 14" long, 1 M" dia- O.S.
Height of C.C. of telescope above levelling table,
5)4".
Levelling screws — 4.
Base plate, 3 }>i" dia.
Complete in wooden ease, with tripod.
Condition of instrument and lenses, good; one in-
dexed lense appears to require cleaning.
SEXTANT, pocket type, brass case, complete in
leather carrying case.
Screw-in type of telescope,
Condition of instrument, good.
SEXTANT, pocket-type, brass case, no telescope, no
carrying case. Clamp-on type of telescope.
Condition good, except for missing telescope.
SURVEYOR ARROWS, one set (11), à" sq. x 14"
long. Condition, new.
STADIA ROD, 12 ft. (7 ft. closed). Condition, new.
LEVELLING ROD, 16 ft. (6 ft. closed). Condition,
excellent.
PICKETS, iron-shod, 2-5 ft. Condition, good.
STEEL TAPE, 66 ft.. '..", Chesterman, on reel. Con-
dition, good.
STEEL TAPE, 66 ft., ft", on fibre reel. Condition,
good.
STEEL TAPE, 100 ft.,
STEEL TAPE, 200 ft
good.
STEEL TAPE, 100 ft., '."(ft. and lOths). Leather
case. Condition, very good.
MINER'S DIP COMPASS, W. S Darley, m ease. Like
new.
SET OF 6."> RAILROAD CURVES, in wooden ease
Like new.
4" on reel. Condition, good.
Vi" on reel. Condition very
C.C. Moler-Line loss and voltage drop slide rule. Like
new.
Full leather map-case, 5 'A" dia. x 40" long. Condition,
good.
Matthews Teleaheight Level, in leather case. Condition,
good.
Offers will be considered. Apply to Box No. 48-S.
REQUIRED IMMEDIATELY
Chemical, Civil, Mechanical
and
Metallurgical Engineers
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to Box No. 2622-V
The Employment Service Bureau
The Engineering Institute of Canada,
20.50 Mansfield Street,
Montreal, Que.
TRANSITS. LKVELS and accessories for rent.
Apply to Ralph Kendall, m.e.i.c , 49 Granville
Street, Halifax, N.S.
FOR SALE
Complete file of Engineering News Record, 1916
to date. All volumes 1916 to 1929, inclusive are
bound in half-leather. Must be cleared before April
20th, at your own price. Apply to Box No. 46-S.
EOR SALE
PORTABLK TYPEWRITER, bought in 1938
and little used. Fitted with keyboard carrying
mathematical symbols. In perfect condition.
Original cost, $65.00. Make your offer. Apply to
Box 47-S.
ELECTRICAL OFFICERS FOR R.C.N.V.R.
A limited number of vacancies exist in the Royal Canadian
Naval Volunteer Reserve for young graduates in electrical
engineering possessing suitable personal qualities and engin-
eering experience.
Applicants should eoinplele an "Offer of Service" form,
which may be ohtained from the nearest R.C.N.V.R. Bar-
racks, and should attach to it a detailed account of educational
qualifications and engineering experience, together with
copies of properly attested testimonials.
Successful applicants will be entered as Frohationary Elec-
trical Sub-Lieutenants or, in the case of exceptional qualifica-
tions, as Electrical Sub-Lieutenants. Their duties after a
period of training will consist of electrical engineering work in
connection with any of the following: Design and Manufac-
ture; Ship Installations; Testing and Trials; and Rase Mainte-
nance. Applicants must be prepared to go to sea. Completed
forms should be returned to the Deputy Secretary, Naval
Board, Department of National Defence, Ottawa, Ont.
180
March. 19 13 THE ENGINEERING JOURNAL
Industrial News
ARC WELDING ACCESSORIES
Canadian General Electric Company,
Ltd., Toronto, Ont., have recently issued
Catalogue CGEA-2704B, 28 pages and cover.
Using the well-known "Joe McGee" character
in the cover design, this catalogue lists over
100 arc-welding accessory items to meet the
requirements of all ordinary welding work as
well as many special applications. Head pro-
tectors, welding lenses and cover glasses, pro-
tective clothing, metal and carbon electrode
holders, cable connectors, clamps and chip-
pers, brushes and electrode carriers, "Glyptal"
to prevent adhesion of weld spatter, are
among the items featured.
CENTRIFUGAL PUMPS
Darling Brothers Ltd., Montreal, Que.,
have for distribution a 15-page bulletin, 46-C,
describing the "Darling" ClassD end suction
centrifugal pumps for general industrial use.
The centre spread gives typical sectional draw-
ings of standard designs of this class of pump,
indicating the particular application of each
type. A general description of the principal
parts is included, together with photographs
of a number of installations representing a
variety of applications. Rating tables, dimen-
sional drawings and tables of dimensions and
other hydraulic data are also included.
TRANSMITTING AND CONVEYING
IDEAS
The February, 1943, issue of Transmitting
and Conveying Ideas, published by Link-Belt
Limited, Toronto, Ont., presents much of in-
terest on the application of conveying and
power transmission machinery with a view
to solving the problems of modern industry.
This issue describes the production of ply-
wood and its many applications under present
conditions. A number of plant photographs
show the ingenious machines employed. Uni-
form paper machine speed through the use
of P.I.V. gear, applied to the engine governor,
is the subject of another article featuring the
installation at the Abitibi Power & Paper Com-
pany's plant at Sault Ste. Marie.
PRESIDENT, ELECTRIC SERVICE
LEAGUE
Mr. Norman Franks of Canadian General
Electric Co. Ltd. has been elected president
of the Electric Service League of Toronto.
Mr. Franks is manager of the Toronto district
office of C.G.E.
Industrial development — new products — changes
in personnel — special events — trade literature
Mr. Norman Franks.
Late Mr. F. W. Rlyth.
MR. F. W. BLYTII, DECEASED
Mr. F. W. Blyth, former district sales man-
ager for Amalgamated Electric Corporation
Ltd. at Montreal, died recently in Montreal.
Born in Montreal and educated in Toronto,
Mr. Blyth spent a number of years in Win-
nipeg and Toronto with Canadian Allis-
Chalmers Limited until 1920, and later with
Rose & O'Hearn, Toronto, and Northern
Electric in Toronto and Renfrew Electric
Products. He joined Amalgamated in 1929
and in 1932 became district sales manager for
that company at Montreal, which position he
occupied at the time of his death.
MR. G. L. KIRKPATRICK, DECEASED
Word has been received of the death of Mr.
G. L. Kirkpatrick, for many years managing
director of Bruce Peebles & Co. Ltd., PZdin-
burgh. Mr. Kirkpatrick was a leading figure
in the heavy electrical industry field in Britain
and was largely responsible for the interna-
tional reputation enjoyed by his company.
Manufacturers of transformers and other elec-
trical equipment since 1866, Bruce Peebles is
a constituent company of Bepco Canada Ltd.,
an amalgamation of four British companies
with Canadian head offices in Montreal.
CONTACTOR RELAYS
Cansfield Electrical Works Ltd., Toronto,
Ont., have issued bulletin No. B-2, describing
their type J 1 1 double pole, double throw con-
tactors. This contains full information and
specifications covering the contactor element
only without mounting or enclosures and with
the elements mounted in an enclosure for
either indoor service, panel mounting or out-
door service. The double pole, double throw
contacts are supplied as standard while single
pole, normally open or normally closed circuits
can be obtained by using appropriate ter-
minals.
GRINDING WHEELS
Entitled "Boost Production on Your O.D.
Grinding Jobs — Centerless and Cylindrical",
Norton Co. of Canada Ltd., Hamilton, Ont.,
have issued a leaflet telling why the Norton
"B-E" bond grinding wheel is stronger for
faster production of traverse or plunge-cut
jobs on steel and steel alloys. A list of
"Norton" cylindrical and centerless grinding
wheels for O.D. grinding, giving material and
wheel marking, is included and the company
states that a complete line of "Norton" wheels
of hard, sharp Crystolon abrasive for the O.D.
grinding of cast iron, brass, aluminum and
non-metallic materials is available.
ELECTED PRESIDENT
Mr. A. L. Ainsworth, vice-president and
general manager of John Inglis Company,
Ltd., of Toronto, has been elected president
of the Canadian Employee Chest, the organ-
ization which has consolidated the charity
contributions of employees of many large
companies.
INDUSTRIAL SWEEPING MACHINES
Moto-Mower Company, Detroit, Mich.,
have for distribution a bulletin featuring their
"Moto-Sweeper", a new manually operated
sweeper which collects all varieties of dirt,
paper and trash in factories, warehouses,
schools, parks, air fields, tennis courts, skating
rinks, railroads, etc. This sweeper, which is
pushed like a lawn mower, is thoroughly de-
scribed and illustrated and specifications and
advantages in efficiency, operation, economy
and construction are given. This bulletin also
illustrates two motorized units — the "Com-
mander" Moto Sweeper which turns right or
left under its own power by use of a clutch on
each wheel of the tractor, controlled at the
handle bar; and the "Fleetway" Moto-
Sweeper equipped with a sprinkling system
and brush, used for removing dirt or snow.
TABLES, CHARTS AND ENGINEERING
DATA
Canadian SKF Company, Ltd., Toronto,
Ont., have issued sheet No. 22 of a series of
punched filing sheets of tables, charts and
engineering data prepared by this company
during the past two years. It contains a table
of "U.S. Standard Thread Bolts and Nuts"
and diagrams and data dealing with "Bearing
Types and Their Application" which is con-
tinued from similar information on sheet No.
21. Any or all of these twenty-two sheets are
available.
RECENT APPOINTMENT
Mr. M. F. Anderson has been appointed
general manager of Naugatuck Chemicals
Ltd., Elmira, Ont., and the Rubber Regener-
ating Division, Montreal, now known as the
Chemical and Regenerating Division, Domin-
ion Rubber Company, Ltd. Mr. Anderson
continues as director of development with
headquarters in Montreal. Mr. R. Bruce
Marr remains as manager of the Naugatuck
plant.
Mr. M. F. Anderson.
THE ENGINEERING JOURNAL March, 1943
181
Industrial News
APPOINTED EXCLUSIVE
DISTRIBUTORS
Tweco Products Company of Wichita,
Kansas, has just announced the appointment
of G. D. Peters & Company of Canada Limited
as exclusive Canadian distributor for their
extensive line of electrode holders, ground
clamps, cable lugs, and cable connectors.
Included in the range is the widely used "Red
Head" ground clamp which is supplied in
two sizes having capacities of 300 and 500
amperes, "Sol-Con" detachable type connec-
tors, Tweco mechanical cable lugs of both
open and hole type, and the new line of
"Hoi-Grip" fully insulated electrode holders.
These are supplied in two sizes, the "Hoi-Grip
Jr." which weighs only eight ounces and has
been especially developed for aircraft and
sheet metal work, and the "Hoi-Grip Sr."
which has a capacity of 300 amperes. Also
available is the "Type H Hoi-Grip Sr." which
features a quickly detachable cable connector
and is of particular interest to shipyards and
other large users.
DUST COLLECTOR
A 4-page leaflet, 34-C, prepared by Frontier
Engineering & Manufacturing Ltd., Niagara
Falls, Ont., outlines advantages of the type
"V" unit dust collector — a high efficiency
cyclone-type unit designed for use in single or
multiple arrangement. A test unit equipped
with fan and motor drive is illustrated and a
performance table shows the wide range of col-
lection efficiencies of various particle sizes.
JENKINS APPOINTMENT
On January 1st, 1943, Mr. Delmar K.
Brundage became district sales executive for
the province of Ontario excepting the Ottawa
Valley and the territory west of Sault Ste.
Marie, and will be in charge of the office of
Jenkins Bros. Limited, at 204 Terminal Bldg.,
Toronto.
SAFETY VALVES
The James Morrison Brass Mfg. Company,
Ltd., Toronto, Ont., have prepared a 24-page
catalogue, No. 80-5, illustrating and describ-
ing the "Morrison" line of safety and relief
valves of bronze, iron and steel, for steam, air,
water, gas, oil, etc. Each is illustrated and
described and accompanied by specifications.
Four pages contain abstracted rules for safety
valves from the A.S.M.E. Code for Power
Boilers— 1927.
REFRACTORIES
A 50-page catalogue just published by
National Refractories Limited, Montreal,
Que., illustrates, in colour, standard and
special shapes in fireclay materials. In addition
to much information of value regarding proper
refractory practice, the catalogue gives many
hints on the care and use of fire brick in its
many industrial applications. Several pages
of useful tabulated data are included.
TIIAWERS AND HEVTERS
Bulletin No. 1038, 16 pages, by Hauck
Manufacturing Company, Brooklyn, N.Y.,
covers the company's line of thawers and
heaters designed for use wherever snow, ice
or freeze-up are causing trouble or interferring
with production. The wide variety of these
units and their many applications are fully
described.
ION EXCHANGERS
Bulletin No. 2508, four pages, by Permutit
Company of Canada, Ltd., Montreal, Que.
Stating that "Recent development of acid-
regenerated cation exchangers and of suitable
union exchangers has widened the fields in
which ion exchange materials may be used . . ".
this Company presents a brief historical sum-
mary of this development, describing cation
exchangers, Permutit's union exchanger, and
demineralizing, and lists applications in in-
dustrial process work.
Industrial development — new products — changes
in personnel — special events — trade literature
RECENT APPOINTMENT
It has just been announced that Mr. C.
Jones has been appointed to the position of
Montreal District sales manager for Amalga-
mated Electric Corporation Ltd. He joined
the Toronto sales staff of the company in
1929 and moved to the Montreal District
Office in 1932, and has served that territory
to the present time, contacting electrical trade
in Quebec and Eastern Ontario.
LATHE CHUCKS
A 20-page catalogue, No. 42, prepared by
Williams Tool Corporation of Canada Ltd.,
Brantford, Ont., describes and illustrates this
manufacturer's new line of 3-jaw self-center-
ing, and 4-jaw independent, lathe chucks. Com-
plete range of sizes and specifications are pro-
vided in the various tables. In addition to the
lathe chucks there is information and illustra-
tions regarding adapter plates, spindle noses,
face plate jaws, boring mill jaws and a chart
showing standard limits of accuracy adapted
by the lathe chuck manufacturers.
THE WELD-IT
Volume No. 18 of The Weld-It by Common-
wealth Electric Corporation Ltd., Welland,
Ont., is devoted to the description of Taylor-
Winfield standard type resistance welders.
Details of various types of spot, projection,
seam and butt-flash welders are given and
accompanied by illustrations.
SHIPS' BADGES
À 16-page booklet being distributed by
Gutta Percha & Rubber Ltd., Toronto, Ont.,
illustrates with colour plates 121 badges of
lighting ships of H. M.R.N. Also shown are
sleeve markings and shoulder straps indicating
rank of Naval Officers and silhouettes of
British Naval Vessels of the different classes.
NEW COMPANY FORMED
Mechanical Leather Products, Limited,
Hamilton, Ont., a wholly Canadian owned
and controlled company, has been incorpor-
ated to succeed Canadian Graton & Knight,
Limited, in the manufacture of leather belting
and allied industrial products, with Mr. W. H.
Martin as manager. The Canadian Fairbanks-
Morse Co. Ltd. will continue as national
distributors for these products.
SCIENTIFIC METAL CLEANING
Canadian Hanson & Van Winkle Company,
Ltd., Toronto, Ont., have published a 12-page
bulletin describing the "Royalene" process of
solvent degreasing and alkali cleaning. Full
details of the process are included and the
various machines are illustrated and des-
cribed. A number of Canadian installations
are also shown.
APPOINTED CANADIAN DISTRIBUTOR
Mr. O. Biedermann, well known in the elec-
trical industry as manager of Oerlikon-Canada
Limited, Montreal, has been appointed Can-
adian distributor for "Insl-X", the synthetic
base coatings and electrical insulation com-
pounds sold by the Insl-X Company, Inc.,
Brooklyn, N.Y.
It is claimed for "Insl-X" that, combining
uniquely formulated synthetic materials, it
gives the utmost in high di-electrie strength,
toughness and durability, resistance to mois-
ture, oil, chemicals and light. It resembles
paint and while it can be brushed, sprayed or
dipped in application, it is much more chemi-
cally resistant. It finishes like a varnish but,
being chemically inert, it is more resistant to
decomposition. It dries quickly like lacquer,
but it is tougher and more resistant to chemi-
cally active rays. "Insl-X" products are being
employed in a wide variety of uses such as the
insulation of tools, bus bars, coil sealing, flex-
ible sealing and cable covering, radio and
aircraft parts insulation.
Mr. H. M. Rowlette.
COMPANY HEADQUARTERS MOVED
It has been announced by Whiting Cor-
poration, of Harvey, 111., that the headquar-
ters of its Canadian subsidiary, Whiting
Corporation (Canada) Ltd., has been moved
to 45 Richmond St., West Toronto, where its
newly-elected vice-president and general man-
ager, Mr. H. M. Rowlette, will be in active
charge of the Canadian business. Serving with
him as assistant general manager is Mr. Alex.
Ritchie. Mr. H. T. Doran, New Birks Build-
ing, Montreal, and Mr. W. Bruce Campbell,
Royal Bank Building, Winnipeg, will con-
tinue as sales representatives of the Canadian
Company.
MOTION PICTURES
"Lights — Camera- -Action" is the title of a
16-page booklet recently issued by Associated
Screen News Ltd., Montreal, Que, This ex-
tremely interesting publication illustrates and
describes the production of a motion picture
from the planning stage onward and tells why-
motion pictures are important tools in the
war effort. Their importance in public rela-
tions programmes, sales promotion, public re-
lations, production and safety teaching in in-
dustry, etc., is dealt with, and under the head-
ing "What Does a Motion Picture Cost ?" the
great number of variables which comprise the
product of creative imagination are listed to
show the many factors which will determine
the cost varying from a few hundred dollars
to thousands.
PLASTIC MATERIAL
Canadian Industries Limited, Plastics
Division, Montreal, Que., have prepared a
pocket size booklet containing complete
information regarding the new "Dupont"
plastic material designated as "Lucite"
which is available in sheets, rods and tubes,
and as a thermoplastic molding powder. The
booklet gives physical, thermal, optical,
electrical, chemical and working properties,
together with information regarding compres-
sion molding.
VICKERS' FIRST CATALINA
Aircraft workers, R.C.A.F. officers and
many distinguished guests were present re-
cently at the christening of the first Consoli-
dated PBY Flying Boat "Princess Alice" to
be produced in Canada. The ceremony was
performed by Lady Bowhill, wife of Air Chief
Marshall Sir Frederick Bowhill, head of the
R.A.F. Ferry Command. Ralph P. Bell,
Director-General of Aircraft production for
the Department of Munitions and Supply,
speaking before the christening, traced the
growth of aircraft production in Canada and
praised the work of the Catalina Flying Boats
as the "Watchdogs of the High Seas".
182
March. 1913 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, APRIL 1943
NUMBER 4
"To facilitate the acquirement and interchange of professional knowledge
among its members, to promote their professional interests, to encourage
original research, to develop and maintain high standards in the engineering
profession and to enhance the usefulness of the profession to the public."
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIELD STREET - MONTREAL
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
J. A. LALONDE, m.e.i.c, Chairman
R. DbL. FRENCH, m.e.i.c, Vice-Chairman
A. C. D. BLANCHARD, m.e.i.c.
H. F. FÏNNEMORE, m.e.i.c.
T. J. LAFRENIÈRE. m.e.i.c.
Price SO cents a copy, $3.00 a year: in Canada,
British Possessions, United States and Mexico.
M.SO 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 a* a body is not responsible
wither for the statements made or for the
opinion» expressed in the following page».
CONTENTS
DOWN THE WAYS Cover
{Public Information Photo)
POST-WAR RECONSTRUCTION 186
Post- War Pattern 187
H. G. Cochrane, M.E.I.C.
The Construction Industry in Post-War Economy .... 191
O. J. Firestone, Ph.D.
Soil and Water Conservation ......... 194
Professor A. E. Coventry, B.A.
Forestry Problems in Reconstruction ....... 195
John C. W. Irwin, B.Sc.F.
Discussion ............. 197
THE TRAINING AND EDUCATION OF ENGINEERS .... 199
S. D. Lash, M.E.I.C.
FISHWAY PRORLEMS ON QUEREC RIVERS 202
Percy E. Nobbs, M.A., F.R.I.B.A.
Discussion ............. 207
HANDLING LARGE CAPACITY TRANSFORMERS .... 210
Herbert L. Wagner, M.E.I.C.
ABSTRACTS OF CURRENT LITERATURE 211
FROM MONTH TO MONTH 214
PERSONALS 222
Visitors to Headquarters ......... 224
Obituaries ............. 225
NEWS OF THE BRANCHES 226
NEWS OF OTHER SOCIETIES 231
LIBRARY NOTES . 233
PRELIMINARY NOTICE 236
EMPLOYMENT SERVICE 238
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P. BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
*S. G. COULTIS, Calgary, Alta.
*G. L. DICKSON, Moncton, N.B.
tE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
*E. D. GRAY-DONALD, Quebec, Que.
*J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
*E. W. IZARD, Victoria, B.C.
* For 1943. t For 1943-44 J For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que.
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont.
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
ÎJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont.
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que.
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B.
JC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING, Sault Ste. Marie, Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Arvida, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT, Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, 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
W. H. POWELL, Chairman
H. V. ANDERSON
A. C. D. BLANCHARD
T. H. JENKINS
V. A. McKILLOP
DUGGAN MEDAL AND PRIZE
J. M. FLEMING. Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
J. B. deHART
A. O. DUFRESNE
A. E. MacRAE
E. STANSFIELD
JULIAN C. SMITH MEDAL
K. M. CAMERON, Chairman
C. J. MACKENZIE
C. R. YOUNG
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairma
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prize
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galbraith Prize
L. F. GRANT, Chairman
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
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
POST-WAR PROBLEMS
W. C. MILLER, Chairman H. MASSUE
F. ALPORT
J. S. BATES
deGASPE BEAUBIEN
A. L. CARRUTHERS
J. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
g. l. Mackenzie
D. A. R. McCANNEL
A. W. F. McQUEEN
G. McL. PITTS
P. M. SAUDER
D. C. TENNANT
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
J. M. DAVIDSON
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
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÉ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. O. SCOTT
T. G. TYRER
H. K. WYMAN
INDUSTRIAL RELATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
D. BOYD F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
S. M. GOSSAGE W. J. W. REID
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
184
April, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), G. E. MEDLAR
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont.
CALGARY
Chairman
Executive,
J. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
A. HIGGINS
W. E. ROBINSON
(Ex-Officio), S. G. COULTIS
G. P. F. BOESE
H. J. McEWEN
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, D. HUTCHISON
Vice-Chair., C. W. CARRY
Executive, B. W. PITFIELD
E. R. T. SKARIN
J. A. ALLAN
E. ROBERTSON
J. W. JUDGE
(Ex-Officio), E. NELSON
R. M. HARDY
Sec.-Trea>., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
(Ex-Officio)
Sec.-Treas.,
HAMILTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. Treas.,
KINGSTON
Chairman,
Vice-Chair.
Executive,
(Ex-Officio)
Sec. Treas.,
LAKEHEAD
Chairman,
Viee-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
A. E. FLYNN
G. T. CLARKE D. C. V. DUFF
G. J. CURRIE L. E. MITCHELL
J. D. FRASER P. A. LOVETT
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B. STEWART
K. L. DAWSON
J. R. KAYE S. SCRYMGEOUR
S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Hollis Street,
Halifax, N.S.
T. S. GLOVER
H. A. COOCH
C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
W. E. BROWN,
427 Concession Street,
Hamilton, Ont.
K. M. WINSLOW
S. D. LASH
W. F. NOONAN
J. R. CARTER
J. D. LEE
T. A. McGINNIS
L. F. GRANT
R. A. LOW,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
A. JACKSON
MISS E. M. G. MacGILL
E. J. DA VIES
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
H. G. O'LEARY
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,
Vice-Chair.
Executive,
(Ex-Officio)
Sec. Treas.,
MONCTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
T. L. McMANAMNA
R. S. CHARLES
H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
F. C. BALL
V. A. McKILLOP
F. T. JULIAN
J. A. VANCE
H. G. STEAD,
60 Alexandra Street,
London, Ont.
SAINT JOHN
Chairman, D. R. SMITH
MONTREAL
Chairman,
Vice-Chair.,
Executive,
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
R. S. EADIE
C. C. LINDSAY
H. F. FINNEMORE
R. C. FLITTON
G. D. HULME
G. E. GELINAS
K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
J. E. ARMSTRONG
R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. MacL. PITTS
E. V. GAGE
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,
G.
H. FERGUSON
Executive,
W
. H. G. FLAY
G.
A. LINDSAY
R.
YUILL
W.
H. B. BEVAN
J.
H. BYRNE
(Ex-Officio)
,T.
A. McELHANNEY
K.
M. CAMERON
N.
B. MacROSTIE
Sec. Treas.,
A.
A. SWINNERTON
Dept. of Mines & 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. ,
Chairman,
Vice-Chair
Executive,
A. R. DÉCARY
RENÉ DUPUIS
E. D. GRAY-DONALD
S. PICARD G. ST-JACQUES
L. GAGNON A. E. PARÉ
G.W.WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec.-Treas., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman,
Vice-Chair
Executive,
Sec.-Treas.,
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
ALEX. T. CAIRNCROSS,
P.O. Box 33,
Arvida, Que.
Vice-Chair.,
Executive,
Sec.-Treas.,
Vive-Chair.,
Executive,
M. EATON
J. JOYAL
H. G. TIMMIS
A. O. WOLFF
H. P. LINGLEY
c. d. McAllister
C. C. KIRBY
(Ex-Officio), F. A. PATRIQUEN
V. S. CHESNUT
J. P. MOONEY
G. G. MURDOCH
G. W. GRIFFIN
P.O. Box 220,
Saint John, N.B
ST. MAURICE VALLEY
Chairman, J. H. FREGEAU
R. DORION
G. B. BAXTER
E. BUTLER
A. G. JACQUES
R. D. PACKARD
E. T. BUCHANAN
W. E. A. McLEISH
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Acting
Sec. Treas., VIGGO JEPSEN,
Consolidated Paper Corporation
Grand'Mère, Que.
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., J. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec. Treas., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE. MARIE
Chairman, N. C. COWIE
Vice-Chair., A. M. WILSON
Executive, C. O. MADDOCK
C. R. MURDOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treas., O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
TORONTO
Chairman, W. H. M. LAUGHLIN
Vice-Chair., S. R. FROST
Executive, F. J. BLAIR
E. G. HEWSON
C. F. MORRISON
(Ex-Officio), E. H. BRANDON
T. H. HOGG
N. MacNICOL
Sec.-Treas., S. H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, W. N. KELLY
Vice-Chair., T. V. BERRY
Executive, J. P. FRASER H. P. ARCHIBALD
R. E. POTTER I. C. BARLTROP
E. S. JONES H. J. MacLEOD
(Ex-Officio), W. O. SCOTT
C. E. WEBB
Sec.-Treas., P. B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
R. F. LEGGET
A. H. HULL
E. A. CROSS
W. S. WILSON
C. R. YOUNG
VICTORIA
Chairman, KENNETH REID
Vice-Chair., A. L. FORD
Executive, H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec.-Treas., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec.-Treas.,
J. T. DYMENT
T. H. KIRBY
C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
T. E. STOREY,
55 Princess Street,
Winnipeg, Man.
THE ENGINEERING JOURNAL April, 1943
185
POST-WAR RECONSTRUCTION
Proceedings of the session held during the Fifty-Seventh Annual General Professional Meeting of The Engineering
Institute of Canada, at Toronto, Ont., on February 12th, 1943, under the auspices of the Institute Committee
on Post -War Problems. Mr. Warren C. Miller, M.E.I.C, chairman of the Committee, presided.
INTRODUCTION
Chairman Warren C. Miller, m.e.i.c.1
The late Lord Tweedsmuir used to tell the story of a
party of tourists visiting a small village in his native land.
They desired to pay their respects to the Laird. When they
called at his home an elderly servant advised them that
the great man was indisposed and regretted very much his
inability to receive them. The visitors expressed sympathy
and inquired the nature of his illness. "Ah", said the old man,
"The Maister is a pairfect martyr tae the delirium tremens."
As we examine the various problems involved in post-war
reconstruction, the matters that have to be rectified and
the features that must be retained, we get the impression,
finding so many things that are bad mixed with many
that are good, that this old world, too, has for a decade or
so, been suffering from economic and political delirium
tremens. While many people think of reconstruction as an
outcome of the war there is also justification for the assump-
tion that the war is simply an incident in reconstruction.
True, some of the problems to be faced would not have
been met so soon if it had not been for the war, but they
would have been before us inevitably. The war has simply
hastened the occasion.
There are very few, I think, who look for a restoration
of the world of 1939, or of 1929 or of 1914. We face a world
after this war that will be as different from the world of
1939 or 1914 as they were from the world of 1900. He would
indeed be blind who can still think that, after the cata-
clysmic happenings of the past few years, conditions on
this planet, political, economic or spiritual can ever be the
6ame again.
The building of this new world is our greatest problem
after the winning of the war. I think that we all hope, as
far as we may, consistent with our enlarging aims, that we
shall be able to use the pattern of the old. This is something
with which we are all concerned but in which we may tend
to visualize what needs to be done in terms of our own
experience. The exporter thinks of restored foreign trade.
The business man looks for the removal of economic con-
trols. The farmer wants increased prices for farm products
with no increase in the prices of what he has to buy. The
engineer visualizes the reconstruction of physical structures.
The worker looks for the removal of rationing and wage
ceilings. The bishop prays and works for an enlarged world
vision of spiritual realities. These are all truly problems of
the post-war world but they are all parts of the one problem,
not separate questions.
The pattern of the programme devoted to post-war prob-
lems was this enlarged vision. It is an attempt to impress
the idea that in addition to being engineers we are citizens
of Canada, of the British Commonwealth, of the world.
Engineers have a place in the pattern of reconstruction.
We have a specialized knowledge of some phases. But we
can bring to bear on other factors our established experience
as solvers of difficult problems. This is the approach that
we hope that the afternoon's programme will develop.
In regard to reconstruction in its wider aspects, the main
Advisory Committee, under the chairmanship of Dr.
F. Cyril James, has done admirable work in its appreciation
of the situation that we face.
We regret very much that Dr. James or Mr. J. S. McLean,
the vice-chairman of the committee, is not here to give us
that picture. But we are fortunate, however, in having with
us our own president, Mr. Cameron, who is chairman of
the Sub-committee on Construction Projects of that Com-
mittee on Reconstruction.
*City Engineer, St. Thomas, Ont.
K. M. Cameron, m.e.i.c.2
After the last war the country had no definite plans for
the future. The consequence, most of us know. As a result
of the experience found in the last war, the Government,
immediately on the outbreak of this war, set up its first
planning committee, which was an inter-departmental Com-
mittee on Demobilization and Rehabilitation of members
of the Armed Forces, including both men and women in
the services. That committee is under the chairmanship of
Brigadier-General H. F. McDonald, chairman of the Cana-
dian Pensions Commission. It is advisedly inter-depart-
mental because it has to do with the members of the various
branches of the Armed Forces, and has done a masterly
piece of work.
In December, 1940, a committee of the Cabinet was
appointed to deal with matters relating to rehabilitation.
In February, 1941, its functions were enlarged to include
the general question of post-war reconstruction and to recom-
mend the course of action which the government should
take in respect to this subject.
Shortly after this, in order to advise that Cabinet Com-
mittee, there was established an Advisory Committee on
Reconstruction of which Dr. James is chairman and which
is a sister committee to that on Demobilization and Rehabili-
tation. That committee also is to advise the cabinet but
reports on the matters particularly relating to the returned
soldier. In other words, when a man is discharged while he
is physically in a position to go to work, there must be a
plan to give him something to do.
The Advisory Committee on Reconstruction, on the other
hand, is to advise the Government on how people can be
re-established who have been taken from their ordinary
occupations to perform war duties.
More recently, there has been formed an Advisory Com-
mittee on Economic Policy, under the chairmanship of
Dr. W. C. Clark, the Deputy Minister of Finance. That is
also an inter-departmental committee, in that the members
of that committee are the continuing beads in the Civil
Service of those departments mostly concerned with the
future and reconstruction.
As regards Dr. James' Committee, it is composed of
men entirely separate from the government. Its members
were chosen for their standing in the community, and they
constitute a group who are bringing the very best they have
in them to this problem.
That committee has a number of sub-committees in-
cluding one on agricultural problems, and one on post-war
employment, which relates largely to employment of labour.
A third is on the development and utilization of the natural
resources of the country, and the fourth one, on post-war
construction projects, did me the honour to ask me to
accept its chairmanship. A fifth, more recently formed sub-
committee, allied very largely to and in fact initiated under
my sub-committee, deals with housing and planning.
There is interrelation between a number of these sub-
committees that is of interest to engineers. In the work
of the sub-committee on development and utilization of
natural resources, projects will have to be considered which
involve construction. We have liaisons between our sub-
committee and other sub-committees. Even in regard to
the development of agriculture, there is opportunity of
bringing forward construction projects which will assist in
the development of our agricultural resources.
2Chief Engineer, Department of Public Works of Canada, Ottawa,
Ont. President of The Engineering Institute of Canada, 1943.
186
April, 1943 THE ENGINEERING JOURNAL
POST-WAR PATTERN
H. G. COCHRANE, m.e.i.c.
Department of Munitions and Supply, Toronto, Ont.
SUMMARY — Three years after victory, assuming it conies in
1944, and with gross national production maintained at or near
$7 billions, 1,350,000 Canadian workers will probably be needed
for capital goods production. Of this number, 900,000 should
be engaged in constructing, supplying and equipping public
works, buildings, housing, roads and like projects. For every
dollar provided from public funds, private enterprise should be
spending $3.50. Between victory and this period of stabilization
referred to, however, jobs will have to be found for around
1,000,000 displaced war workers and demobilized armed forces.
Public works could be provided at Government expense suffi-
cient to provide jobs for 550,000 or nearly 55 per cent of those to
be cared for, for almost three years, either during the interim
"tooling-up" period for peace, or later when the pent up de-
mand for goods and services slackens. There is no time to lose in
preparing a shelf of public works totalling to a value of $3
billions, if we are not to be caught unprepared for peace as we
were for war.
With the turn of the tide in the war in Europe, the
publication of the Beveridge Report in Britain, and the
Canada-U.S. post-war tariff agreements, interest in post-
war affairs has greatly increased. This is a good sign, for
emphatic expression of public opinion is necessary before
government planning to the extent necessary can be
expected, and although committees have been studying
post-war problems for more than a year, Canada is con-
siderably behind both Britain and the United States in pre-
paring for peace. Should Hitler crack up unexpectedly
during 1943, we would be caught unprepared for peace just
as we were caught unprepared for war in 1939.
The kind of a post-war world we are going to live in is in
our own hands. And while there are many problems to solve
and many difficulties to surmount, there are also many
things in our favour. To better fight our war, we have
appraised all our resources, both human and material; we
are learning the habits of saving instead of wasting; we have
developed substitutes for scores of scarce materials; we
have trained thousands of our man- and woman-power in
technical and managerial skills; we have built up research
organizations whose ability and imagination and accom-
plishments are equal to those of any nation.
We have also learned, through war, that various economic
devices and controls may be made to serve us, to save us
from sharp fluctuations in the business cycle. We need never
fear for the future the runaway booms and the wretched
depressions to the extent they reached in the past. We know
now we can control them. Best of all, we are determined
that never again will we go through another decade of
unemployment and relief and indecision. If a wartime
economy can guarantee every man a job who wants one, a
peacetime economy can and will be framed to do likewise.
The keystone of the entire post-war structure is assurance
backed by public opinion, by both the Government in
power, and the Loyal Opposition, that national income and
employment must and will be maintained at or near present
wartime levels. With such assurance, private enterprise,
confident of its markets, can boldly make their plans for
production. Without it, indecision and chaos will result.
Post-war planning naturally divides into two parts; the
first is the "short-term" planning, that which relates to
domestic considerations over which we have full control,
such as the conversion of war plants to peacetime uses,
rehabilitation of our armed forces, education and training,
preparation of a reserve shelf of public works to cushion the
blow of a possible post-war depression, conservation of
natural resources, necessity of the retention or gradual
relaxation of wartime controls, etc., and secondly, the
"longer term" planning, for export markets and tariffs,
rehabilitation of foreign countries, a post-war world police
force, and the like, which must be considered jointly with
other nations.
While full consideration of most of the latter may have to
await some later date nearer victory, preliminary sketches
for most of the items appearing in the first group should
already be nearing the blueprint stage.
The making of a pattern for post-war production involves
a study of available human resources, broken down by skills
and location, of material resources and potential rate, of
extraction, of plant capacities and suitable peacetime uses
to which they may be put, of transportation, taxation, rate
of demobilization, of built up backlogs of unfilled wants in
durable goods, plant improvement, retooling and expansion
as well as residential and commercial construction, and
many other related items. A shelf of public works must be
prepared and readied to be built at public expense as and
when a drop in employment and national production
threatens, as it may either during the tooling up period for
peace, or when the pent up demand for goods and services
slackens.
The various pieces of this pattern must be sketched and
cut and tried and finally fitted together, so that in making
the garment, material and time may not be wasted. Here
it is only possible to draw some freehand sketches of how
the garment will look on the model. Nevertheless, however
rough, these should help us to visualize what our post-war
years are going to be like.
In the 1942 summer number of the Harvard Business
Review, there was published an article by Messrs. Gustin
and Holme, of the General Electric Company, entitled "An
Approach to Post-War Planning." This article goes into
considerable detail as to the methods used for determining
post-war markets for the General Electric Company output.
The first part, however, is devoted to an attempt to deter-
mine a pattern for post-war production for the entire
United States.
The authors believe that the first step in planning post-
war production should be to direct our efforts towards a
post-war stabilized period, to determine what the ultimate
objective should be. Thus, we are better equipped to face the
immediate problem of conversion during the interim
period between victory and the stabilized period two to
three years later, from "all out," to the desired level of
peacetime production.
The authors determine that (1) in 1940 (a pre-war year),
it required $22 worth of capital goods production to generate
buying power to support $78 production of consumer's
goods and services, (2) for 1943 (the peak war year), they
estimate around $45 capital goods production to support
$55 worth of consumer's goods, and (3) for a post-war year
two years after victory, $30 of capital goods production to
support $70 worth of consumer's goods.
The actual ratio for Canada for (1) a pre-war year, can
only be estimated very roughly from statistics available,
but it would appear to be nearer $35 capital goods produc-
tion supporting $65 of consumer's goods production. The
estimated Canadian ratio for (2) will not differ widely from
that for the U.S.A. in the peak war year, probably
because through war and "Lend-lease," the U.S. during
THE ENGINEERING JOURNAL April, 1943
187
GROSS NATIONAL INCOME
$4.8 billions
Security $35 millions
Plant equipment and invent-
ory, $1.56 billions.
Durable goods,
$350 millions.
Consumer goods,
$2.87 billions.
3,260,000 employees,
1939
GROSS NATIONAL INCOME
$8 billions
WAR
$2.8 billions
$200 millions Gold Prod.
Plant equipment inventory,
construction. $1.4 billions ( ?)
Durable goods,
$3 billions ( ?)
Consumer goods, $2.3 billions
(?)
4,210,000 employees.
1943.
GROSS NATIONAL INCOME
$7 billions
Security, $450 millions.
Foreign Aid $200 millions
Gold Prod. $200 millions
Inventory exp. $500 millions.
Expansion, improvement and
tooling of plants, $630 millions.
Homes, $560 millions.
Public works, $335 millions.
Durable goods,
$770 millions.
Consumer goods, $3.34 billions.
3,800,000 employees
V plus 3 (1947 ?)
PATTERNS OF GROSS NATIONAL PRODUCTION
FOR A PRE-WAR, PEAK-WAR, AND POST-WAR YEAR
188
April, 1943 THE ENGINEERING JOURNAL
the war becomes less self-sufficient and becomes propor-
tionately as heavy an export nation as Canada is.
But it is difficult to visualize a ratio for a post-war year
for Canada, similar to that suggested for the U.S.A. by the
authors as in (3) above, namely $30 capital goods to $70
consumer's goods. Assuming expenditures on security and
for help for undeveloped countries to the same proportion
of total production as for the U.S., and a continuation of
gold production on a pre-war scale, with a gross national
output of $7 billions and a maintenance of the $35 capital
goods to $65 consumer's goods ratio which appears to be
about standard for peace and war conditions so far, would
call for expenditures per year, say three years after victory
in Canada somewhat as follows:
Table I
Millions of Dollars
Security, say 450
Help for other nations 200
Precious metals production 200
f Inventory expansion 500
m J Replacement, expansion and tooling of plant 630
! Homes 560
[Public works 335
Durable goods 770
Consumer goods 3340
"Using same proportions as assumed for U.S.A.
$7000
In June, 1941, there were 2,865,000 Canadian wage-
earners. There was a 20 per cent increase from October,
1941 to date, making a present total of roughly 3,460,000.
Adding the employment in the armed forces of say 750,000,
gives 4,210,000 total.
Assuming a reduction of 10 per cent in this total for a
post-war year two or three years after victory, as suggested
by the authors for the United States, there would then be
some 3,800,000 in employment or remaining in uniform by
1946-47, and producing $7 billions worth of gross national
production.
Capital goods production as listed above amounts to $2.25
billions, the components thereof, assuming proportions
similar to those used for the U.S.A., being $335 millions
for public works, $560 millions for private construction of
homes, perhaps $105 millions of plant construction and
expansion, $525 millions of equipment machinery and tools,
and the balance on inventory expansion and precious metals
production. Dollar volume of construction contracts would
then be around $900 millions to one billion, machinery and
equipment another $700 million.
Resulting employment would be around 1,350,000 for
capital goods production, while for construction and
equipment only, an employment of 900,000 in the propor-
tion of perhaps 320,000 on-site and 580,000 off-site. Mining
and manufacturing account for another 500,000.
Thus roughly, one third of the potential output of the
entire labour force would be devoted to the construction
and equipment of permanent structures, factories, housing,
roads, and the like.
It will also be observed that there are to be $335 millions
annually provided from the federal purse for public works,
while $1.2 billions, slightly over three times as much, would
be financed and built by private enterprise.
Here then, in broad outline, is a pattern of post-war
production and employment for Canada, say three years
after victory, with national income maintained near war
levels, and inflation averted through the retention of
whatever wartime controls may be necessary.
During the intervening tooling up period between victory
and stability, however, it will probably be necessary to
devote a greater expenditure to public works. How many
displaced war workers and returned soldiers will have to be
provided for ? Here we must make some more broad
assumptions.
First, let us assume victory by mid-1944, and another
year to settle accounts with Japan, in which Canada's share
is mostly naval and air support. Assume 950,000 war-
workers in Canada, 200,000 of whom are women, assume
750,000 men in uniform, or a total of 1,700,000 whose efforts
are to be ultimately directed from war to peace.
Assume 200,000, mostly navy and air force, are kept in
uniform as Canada's contribution to world security, that
175,000 war workers are retired, and another 125,000
remain on war production. This leaves 1,200,000 for whom
peacetime jobs must be found. Perhaps as many as 200,000
of these will be needed to supply sufficient additional
consumer's goods and services so that our standard of living
may be brought back to pre-war standard. This group would
include farm help, doctors, nurses, taxi drivers, dietitians,
tailors, manicurists, etc., leaving 1,000,000 to be immedi-
ately absorbed into peacetime employment on capital goods
production.
How fast private enterprise will absorb them can only be
guessed, but it is certainly going to be necessary to provide
public funds for emploving somewhere between this number
of 1,000,000 and the 200,000 or so on-site and off -site work-
ers to be ultimately engaged in producing $335 millions
worth of public works, for a year or so.
All of the above figures are approximations. They are
based on assumptions which may turn out to be wrong.
They are presented with a view to scaling the magnitude of
our post-war employment problem, and to provoking dis-
cussion. It would seem idle to introduce refinements at this
stage, which may later be upset by wrong assumptions or
unforeseen developments.
Prior to this war, both volume of expenditure on pro-
ducer's goods needed to achieve full employment, and plant
capacity for full employment, were lacking. Canada has gone
a long way towards correcting the latter, but it cannot be
made effective until it is re-tooled for peace.
The enormous activity of wartime cannot be maintained
through any automatic rise in living standards. There is
needed a powerful economic and moral substitute for war,
when it is over, to provide the impetus to keep the economic
machine going. Stimulation may have to be artificial, but it
must be expansion and must be expressed to a great extent
in construction activity at first.
This indicates the need for having a planned programme
of public works ready to take up the slack until private
industry gets tooled up and ready to use them.
Since it is apparent that a stimulus will have to be given
through the spending of public funds, for a time at least, it
seems appropriate here to examine into what maximum
amounts the Dominion could afford to spend, having in
mind that some war expenditure will continue for security
purposes and that there will be insistent demand for a
Canadian equivalent of the Beveridge plan.
If we accept the authority of Mr. Alvin Hansen, eminent
authority on economics, that national debt may be allowed
to attain a figure equal to twice national income, without
disastrous results, and if we assume national income to be
maintained at or near $7 billions a year, Canada's budgets
for years 1942 to 1949, expressed in billions of dollars, might
appear somewhat as shown in Table II.
This indicates that $750 millions yearly (or about 35 per
cent of expected yearly expenditure on construction and
equipment, two or three years after victory) for a period of
about 2x/i years is about the maximum contribution from
public funds that could be allotted for providing employment
during the difficult interim period. It would make jobs for
some 550,000. It emphasizes the urgent necessity of starting
at once to prepare a shelf of public works to be resorted to,
THE ENGINEERING JOURNAL April, 1943
189
Table II
Item
'42
'43
'44
'45
'46
'47
'48
'49
Ordinary expense
Debt service
.34
.15
3.40
.34
.21
3.80
!05
.34
.27
3.30
'05
.34
.33
2.00
.20
.75
.25
.34
.39
.70
.20
.75
.25
.34
.41
.45
.20
.60
.40
.34
.41
.45
.20
.50
.40
.34
41
War
45
Aid to other nations
Public works
.20
40
Social measures and other
reconstruction
.40
Total
3.89
2.10
1.79
7.55
4.40
2.45
1.95
9.50
3.96
2.31
1.65
11.15
3.87
2.27
1.60
12.75
2.63
2.03
.60
13.35
2.40
2.00
.40
13.75
2.30
2.05
.25
14.00
2 20
Taxes
Borrow
Total national debt
2.20
i4'oo
All figures in billions of dollars.
as required, to provide employment. They should total to a
value of at least $3 billions, so there will be plenty to choose
from.
A sub-committee of the Committee on Post- War Re-
construction, has already drafted a standard project ques-
tionnaire, based on ideas gleaned from contractors and
engineers from all parts of Canada, ready for use the mo-
ment a central organization is set up to receive returns. As
these replies come in, they will presumably be analyzed and
reduced to common terms, inspected, and passed on or
rejected, evaluated in terms of quantities of principal
materials and man-hours of various skills, needs for equip-
ment, power, fuel and transportation assessed, and scheduled
for time. Summaries of these items can then be equated to
known output and inventories, and a balance sheet of
shortages and surpluses made.
From here on, the committees on conservation and con-
version of war plants could take a hand. And here is where
there is scope for vision and realism in seeing the need for,
and the possibilities of providing substitute materials where
scarcities exist or where savings can be made. Here our
National Research Council should be invited to sit in.
New trends must be watched, such as the 60 per cent
increase in aluminum production and its reduction in price
to half the pre-war figure, the thousandfold increase in
magnesium output, the new synthetic rubber, dozens of new
plastics, powdered metallurgy, flexible and heat-toughened
glass, high-octane gas, faster freight, gliders, transport planes
and autogiros, and their influence on decentralization,
"walkie-talkies," influence of the war on design, creosoted
timber roof trusses, lower factors of safety, the possibilities
of préfabrication when and as financing, building codes and
union regulations are revamped to give it the scope it
deserves.
Another tendency that must be taken into account is that
neither this war's crop of ex-servicemen nor to-day's highly
trained displaced war workers will take kindly to a pick and
shovel. This will make for a greater measure of mechaniza-
tion in all types of construction than heretofore.
The longer term prospects for employment following
victory, however, after the first two or three years of re-
adjustment are over, are tremendous. For one need only
observe the current crowding in public places such as
depots, movie theatres, restaurants, hotels, houses, apart-
ments, railway trains, street-cars and buses, to realize the
need for more of all of them if national income and employ-
ment is kept at or near current levels. Add to this the neces-
sary resulting increase in services, — water, light, sewers,
heating, telephones, pavements. Superimpose on these
the further needs for 700,000 returned soldiers plus their
families, let alone the immigration that must result from
an influx of freedom-seeking war victims.
Power output has more than doubled in ten years, and
this with only 30 per cent more installed capacity. There
are shortages in Ontario alone of 300,000 h.p., and the paper
industry has been temporarily deprived of the capacity of
350,000 h.p. formerly used for steam generation, to serve
war industries.
Rail freight has more than doubled since 1938, while rail
passenger traffic is almost three times the pre-war figure,
and this with actually less than pre-war equipment.
Urban transit has risen 70 per cent since 1939, with only
a 7 per cent increase in seats.
Fuel consumption is up 50 per cent over 1939. More than
naif of our fuel needs are imported.
Enormous backlogs of unfilled wants have been building
up. By the end of 1944, the very earliest that normal
production is likely to be resumed, there should be back-
logs of 500,000 autos and trucks, half a million radios,
$200 million worth of construction equipment and farm
machinery, half a billion dollars worth of electrical and
mining equipment, including the equipment needed for a
million electrical horsepower. Add 1,000 locomotives, 2,000
passenger coaches, 20,000 freight cars, 3,000 buses for urban
and interurban traffic. At present prices these total to a
value of close to $3 billions. But there are further tremen-
dous pent up demands for residential and commercial build-
ings and the services that go with them. There is reportedly
a deficit in the United States of 13 million homes. Prorated
this means 1.2 millions for Canada. Yet 700,000 is probably
nearer the truth, whose cost would be $2.8 billions. And
rounding the picture out with a sheer guess of another $2.5
billions for services and commercial building, would give
a backlog of unfilled wants of $10^2 billions.
Our post-war pattern of production here given calls for an
increase in production of capital goods and consumer's
durable goods, over "pre-war," of $1.1 billion dollars
annually. Thus with depreciation continuing about as
before, it would take eight years to catch up with this $8*^
billions of unfilled wants. And thus far we are only thinking
in terms of a population of 12 millions!
The cutting of this post-war pattern is not exclusively
an Ottawa job. Canadian industry might well follow the
example of our southern neighbour in forming a Canadian
"Committee for Economic Development," chaired and
directed by some of our top-flight industrialists and
economists. Ottawa will have plenty on its hands after
victory, with demobilization, peace treaties, social measures,
immigration, untangling and improving Dominion-Provin-
cial relations, and the like. Between Government and
private enterprise there must be a compromise, or better, a
partnership, steering a narrow course between bureaucracy
and the "normalcy" of 1919.
Toronto — January 19th, 1943.
190
April, 1943 THE ENGINEERING JOURNAL
THE CONSTRUCTION INDUSTRY IN POST-WAR ECONOMY
O. J. FIRESTONE, Ph.D.
Advisory Committee on Reconstruction, Ottawa, Ont.
Introduction
You are concerned with many of the problems which
have been examined and analyzed by the Advisory Com-
mittee on Reconstruction since early 1941. This Committee
was set up, in the words of the Order-in-Council creating it,
"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."
I have been asked to inform you about important changes
which have been made by the Government recently with
regard to the study and the preparation of plans for dealing
with post-war problems:
1. The Advisory Committee on Reconstruction which
has been reporting hitherto to the Special Committee of
the Cabinet on Demobilization and Rehabilitation, of
which the Minister of Pensions and National Health was
Chairman, now reports directly to the Prime Minister.
2. The Advisory Committee on Economic Policy, a
committee of Government officials, hitherto concerned
with war problems only, has been re-constituted and in-
cludes now post-war problems in its functions.
3. The Advisory Committee on Economic Policy and
the Advisory Committee on Reconstruction are working
in close co-operation in order to avoid duplication of
effort and to insure that recommendations relating to
post-war problems are put into the hands of the Govern-
ment without delay.
After having offered you these explanations on the re-
organization of Government Departments concerned with
Post- War Planning, let us now turn to the topic of the day :
"The Post- War Pattern of Canada." The views presented
in the following are my own personal conclusions based on
considerable research on the character of the construction
industry in the Canadian economy.
Full Employment
The paper delivered to-day by Mr. H. G. Cochrane on
the "Post-War Pattern" has approached the problem of
the role which construction industry might play in the
Canadian post-war economy with courage and imagination.
The ablest economists in Great Britain, the United States
and this country are very much concerned with the full
employment concept. Full employment means the successful
mobilization of all the productive resources (human and
material) of a nation. In essence, the problem of full em-
ployment is a problem of the trade cycle. Not all forms of
unemployment, it is true, are the products of cyclical de-
pression. "Normal minimum" or the so-called "dynamic"
unemployment is an inevitable concomitant of the mobility
of labour; seasonal unemployment is as great in years of
good trade as in years of bad; and the unemployment that
arises from the decay of individual industries is another
special case. But the two former could easily be cared for,
and the third would be greatly alleviated if it were possible
to avoid the much larger and more widespread unemploy-
ment that comes with trade depressions; and it is with
these depressions that diagnosis and cure must chiefly con-
cern themselves.* There is no doubt that it will take con-
siderable forethought and planning in this country before
a full employment scheme can reach the stage of realization
in the post-war period. Mr. Cochrane has quite rightly
stated that the construction industry could play an import-
ant role in the pattern of the Canadian post-war economy.
For over a year, the Committee on Reconstruction in
Ottawa has given serious consideration to this problem. A
*See article on Full Employment in the London Economist, October
10, 1942.
study was undertaken for the purpose of determining,
in the light of statistics and estimates available, the im-
portance of the construction industry as a field of employ-
ment. This study deals with an analysis of the various
definitions of the construction field, public and private con-
struction and assesses the importance of construction in the
the Canadian economy. The components of the construction
industry, its organization and the nature of the construction
labour force are discussed. The supply of building labour,
skilled, semi-skilled and unskilled with special reference to
post-war needs, is assessed. Finally, the importance which
the construction industry might obtain in the post-war
period is analyzed. It is not contemplated to give to-day
a summary of all the research work done in this field by
the Committee on Reconstruction. It is intended to give
only a few facts and some essential statistics which might
assist us to see the role of construction in Canada in the
proper perspective.
Desirability of Reliance on Canadian Statistics
It is important to consider the Canadian construction in-
dustry in the light of Canadian statistics and not to rely
on estimates made in Great Britain or in the United States.
The following two examples will illustrate how different
conditions in the construction industry in Canada are from
those in Great Britain and the United States.
(a) Labour Supply — The resources of skilled labour in
this country and Great Britain differ markedly. Nearly all
construction craftsmen in Great Britain are trained there. This
NATIONAL INCOME AND INCOME
ORIGINATING IN CONSTRUCTION,
CANADA AND UNITED STATES. 1929-1938.
Index
^— National Income, Canada.
100
V -" — National Income, U.S.A.
vw\ Income originating in
90
\^* construction, Canada.
^\\ Income originating in
"\\ construction, U.S.A.
30
70
60
50
'••.Y~-'
■. \ .-'.•'■---.
40
30
'•.
•ts.
10
0
l
929 30 31 38 33 34 35 37
3
Fig. 1 — Chart showing on a comparative basis annual changes
in total national income and income originating in construc-
tion in Canada and United States. Base of Index: 1929 = 100.
THE ENGINEERING JOURNAL April, 1943
191
country has depended to a great extent on immigration of
skilled construction workers. You will be interested to hear
that during 13H years of operation of the Ontario Appren-
ticeship Act only 2,595 young men registered as apprentices.
During seven years operation of the British Columbia
Apprenticeship Act only 571 apprentices were registered.
If you remember that the total number of persons in con-
struction occupations is over 200,000, you will realize how
important it is to consider the problem of training of con-
struction craftsmen in a light different from the problem
faced in Great Britain. The average person in a construction
occupation in Canada is considerably older than his col-
league in Great Britain. In England and Wales there are
5.2 adult construction craftsmen for every youth under 21
years of age. In Scotland there are 3.3 while in Canada
there are 10 adults to each youth under 21 in the construc-
tion trade.
(b) National Income — Quite often American figures in-
dicating the importance of the construction industry or
possible backlogs of construction are used by adjusting them
to Canadian conditions on a per capita basis. Statistics
indicating conditions in the United States do not provide us
with a true picture of Canadian conditions. Figure 1 shows
the trend of the national income in Canada and the United
States for the period 1929-1938. This chart shows that on
RELATIVE IMPORTANCE OF
MAIN BRANCHES OF PRODUCTION
Billion Dollars
1929
1338
1933
IZA
Agriculture V // A Electricity
"orestry **-• Construction
Fishing £ Trapping |/\/\l Customs •' Repair
n *«| Wining I I Manufacturing
Fig. 2 — Chart showing the gross value of production for the
years 1929, 1933 and 1938. According to the classification used
by the Dominion Bureau of Statistics "production" includes
the industries specified above. The "commodity handling"
and "facilitating" division of economic activity are excluded.
the whole, as far as unadjusted dollar values indicate,
national income in the United States declined more rapidly
in the depression in the thirties than the national income in
Canada. Since 1934 the national income has been increasing
in proportion at a greater pace in Canada than in the United
States. This chart further shows that the trend of income
originating in construction is similar to that of the total
national income. It is of interest to note that income origin-
ating in construction reached a far lower point in the United
States in 1933 (the index figure is 17) than in Canada in
1934 (the index figure is 33). This index gives only an
approximate picture since it is based on preliminary esti-
mates made by the Dominion Bureau of Statistics.
Role of Construction Industry in the
Canadian Economy
Bearing the above qualifications in mind, the importance
of the Canadian construction industry should be appraised
in the light of Canadian statistics only. The Dominion
Bureau of Statistics estimated that the gross value of con-
struction in Canada amounted to 590.9 million dollars in
1929. This figure declined to 176.8 million dollars in 1934,
but increased from 1935 onwards. The construction cycle
reached its highest point in 1941 when gross value of con-
struction amounted to approximately 640 million dollars.
These statistics indicate that the construction industry
undergoes fluctuations to a greater extent than any other
industry in Canada.
For the purpose of comparison let us assess the importance
of the construction industry among the nine main branches
of production. Figure 2 shows that construction amounted
to 8.8 per cent of the total gross value of production in 1929.
It amounted to 6.1 per cent in 1933 and 6.5 per cent in 1938.
The other main branches of production as shown in the
chart are agriculture, forestry, fishing and trapping, mining,
electricity, custom and repair, and manufacturing. The
"commodity handling division," including transportation,
communication and trade and the "facilitating division"
including banking and finance, government activities and
service excluding custom and repair are not considered.
(See Table I.)
Some indication of the field of employment provided in
the construction industry might be obtained from the 1941
Census, preliminary figures for which have just been re-
leased. There were approximately 4.2 million persons gain-
fully occupied in Canada in June, 1941 (men in the armed
forces excluded). Of this number, approximately 220,000
persons were gainfully occupied in the construction industry.
It appears that about 5.2 per cent of the total gainfully
occupied were directly employed in the construction field.
If allowance is made for employment in the construction
material supplying and transporting industries, the per-
centage will probably rise to about 12 per cent or about
14 of the total population gaining its livelihood in Canada.
This is the field of employment provided by construction
in a good year. In this no consideration has been given to
the secondary effects of construction expenditure which
represent additional stimulus to our economic system. In a
depression, employment in the construction industry and
related industries might decrease to one-third or one-fourth
of the level of employment in a prosperous year. It is
obvious that provisions have to be made not only to provide
employment in the post-war period for all those who have
been working in the construction field but also for those
men in the armed forces who have been working in the
construction field previous to enlistment. Furthermore, a
number of construction craftsmen have found work in war
industries and they will also be looking for work.
Employment
It is possible to estimate broadly the volume of construc-
tion required in order to provide employment for those who
are working in this field now and for those who will be released
after the war from the armed forces and from war factories.
As far as can be ascertained, there were, in the armed
forces on August 31, 1942, between 30,000 and 35,000 per-
192
April, 1943 THE ENGINEERING JOURNAL
TABLE I
Gross Value of Production in Nine Main Branches
for the Years 1929, 1933 and 19381
1929
1933
1938
Industry
Million
Dollars
Per
Cent
Million
Dollars
Per
Cent
Million
Dollars
Per
Cent
Agriculture
Forestry
Fishing
Trapping
Mining
Electricity
Construction
Custom and
Repair
Manufacturing. . .
1,631
611
71
16
361
123
591
145
3,166
24.3
9.1
1.1
0.2
5.4
1.8
8.8
2.2
47.1
805
257
36
7
269
118
208
113
1,575
23.8
7.6
1.1
0.2
7.9
3.5
6.1
3.3
46.5
1,063
425
53
7
654
144
353
146
2,595
19.6
7.8
1.0
0.1
12.0
2.6
6.5
2.7
47.7
Total Gross Value
of Production . .
6,714
100.0
3,387
100.0
5,440
100.00
2Data taken from "Survey of Production in Canada, 1939,"
published by the Dominion Bureau of Statistics, pp. 16-17. "Produc-
tion" includes, according to the classification used by the Dominion
Bureau of Statistics, the industries specified above. Transportation,
communications and trade described as the "commodity handling
division" and banking and finance, government activities, and
service excluding custom and repair described as "facilitating division"
are not considered.
sons normally employed in construction work. It was further
estimated that the ratio of skilled to unskilled workers em-
ployed in the construction industry was approximately 60
to 40 at that time. It means that employment for at least
50,000 to 58,000 men (including skilled) on the site would
be required to provide employment for construction crafts-
men released from the armed forces. An additional allowance
will have to be made for those construction craftsmen work-
ing in war factories. This task of rehabilitation should be
well within the capacity of the construction industry if
this industry is given sufficient encouragement after the war.
One thing becomes obvious. We shall have to spend more
than the 640 million dollars which were spent in 1941 on
construction in order to provide employment for this addi-
tional group of men who will be looking for work in the
construction field. It appears that an annual expenditure
of one billion dollars would be the minimum required for
this purpose. This is not to say that the whole expenditure
needs to be Government expenditure. On the contrary, it
can be expected that a great proportion of construction
expenditure will come from private sources, provided ade-
quate facilities for financing building after the war are made
and encouragement to build given to the public as a whole.
Another important part of construction expenditure might
be inspired by the Dominion Government in assisting the
provincial governments and the municipalities in large-scale
building developments. Construction projects undertaken
by the Dominion Government will only have to supplement
the activity of private individuals and corporations and
other public bodies in order to assure that sufficient em-
ployment will be provided in the construction industry.
Estimates of post-war demands for construction can only
be very rough because technological changes, the duration
of the war and a number of other factors, have an important
bearing on the requirements of a sound economy in the
post-war period. If you bear in mind that a construction
expenditure of one billion dollars per year means work for
at least 700,000 men on the site and off the site (estimate
based on pre-war wage rates), you will be able to appraise
the importance of such an expenditure for the Canadian
post-war economy.
Backlog of Construction
Based on American estimates, a backlog of construction
has been suggested to exist in Canada exceeding five billion
dollars. Let us analyze this estimate in the light of Canadian
statistics. The Dominion Bureau of Statistics has prepared
a preliminary estimate indicating that the average gross
value of construction per year during the period 1921 to
1930 amounted to 461 million dollars. Figure 3 illustrates
the backlog of construction which has developed during
the period 1931-1941 due to the depression of the early
thirties and due to the fact that, since the outbreak of the
war, the major proportion of construction activity was either
directly or indirectly connected with the war effort. This
figure shows also estimates of construction for war and
civilian purposes. According to these estimates the total
backlog amounts, for the period 1931-1941, to 2,126 million
dollars. This backlog continues to increase the longer the
war lasts. Furthermore, these estimates have made no allow-
ance for the increase of population which Canada experienced
since 1931. If this is done and the war ends in 1945, the
backlog of construction will be around three billion dollars.
These statistics and estimates, which should only be taken
as indicative of post-war requirements, make one thing clear.
Canada will have to have a construction programme of a
greater size than it had in the pre-war period. Such a pro-
gramme can neither be planned nor be carried out without
the active co-operation of the construction industry itself.
Therefore, I was very happy to learn from Mr. Warren C.
Miller, the Chairman of the "Committee on Post- War Con-
struction Problems" of your Institute, that the Advisory
Committee on Reconstruction can be assured of your co-
operation in solving the numerous problems which are
connected with the smooth operation of any large-scale
construction programme after the war.
ESTIMATED BACK-LOO
OF CONSTRUCTION, 1931-1941.
Million Dollars
Fig. 3 — Chart showing an estimate of a back-log of construc-
tion in Canada for the period 1931-1941. This estimate is based
on the annual average gross value of construction (461 million
dollars) during the period 1921-1930 as computed by the Do-
minion Bureau of Statistics (preliminary estimate). The
estimate of civilian and war construction for the period Sep-
tember, 1939, to December, 1941, is based on a survey under-
taken by the Department of Munitions and Supply, in August,
1942.
THE ENGINEERING JOURNAL April, 1943
193
SOIL AND WATER CONSERVATION
PROFESSOR A. F. COVENTRY, b.a.
Department of Zoology, University of Toronto, Toronto, Ont.
Perhaps, at first glance, the subject of land reconstruction
has little to do with the problems of a meeting such as this,
but on reflection it would seem evident that unless the
physical structure, the physical health of the land on which
we live and on which our civilization depends is good, all
our plans for reconstruction will have an unsafe basis.
Therefore, I very much appreciate the privilege of being
invited to put before you a few statements on this subject,
even if they are necessarily somewhat dogmatic.
My remarks will deal with a limited aspect of the subject.
That is to say, some problems which concern agricultural
Ontario. Similar agricultural problems, differing in detail
but fundamentally the same in principle, are to be found
in all other areas of the Dominion of Canada.
There is ample evidence in support of the facts presented.
The evidence, as far as southern Ontario is concerned, has
been collected and published recently by the Guelph Con-
ference in a report dealing with the natural resources of
the southern part of Ontario, an area of some 35,000 or
40,000 square miles.
They point out that the natural resources of southern
agricultural Ontario are now in a depreciated condition as
compared with their original productivity and activity,
and they cannot restore themselves ; unless active and careful
measures are taken, conditions will get progressively worse.
Southern Ontario was originally forest country whose
water system and soil system had developed under prac-
tically a continuous cover of trees. That cover is almost
gone now. Precisely how much is left we do not know. There
are scattered woodlots but many of them are in an ineffec-
tive condition, owing to lack of management or poor man-
agement. Some of the original cover had to be removed in
the interests of agricultural development, but the fact has
been disastrous to the water system of the area. All will
agree that no country can prosper without fertile soil, and
an adequate water supply. Many countries in the past have
experienced this; when their natural resources were de-
stroyed their civilization disappeared.
The water situation in Ontario can be summed up thus:
floods in spring, drought in summer, fading wells and springs
in fall and winter.
Now, that may sound like an exaggerated statement, but
I can assure you the figures justify it. Eighty per cent or
more of all our once permanent streams now dry up for a
considerable part of a normal summer, and within the last
five years, numerous springs have ceased to flow for the
first time in the history of this province. It is now a matter
of ordinary, unhappy experience among our farmers to have
to carry water, often for miles, throughout a great part of
many seasons.
Much of our water, too, is severely polluted, as any angler
is only too well aware. Many of our harbours are being
filled with silt and they can no longer take even motor boats.
Now the silt that has blocked the harbours is the fertile
soil from the fields that were opened up when the forests
were cleared away.
As a result of our exploitation, there are now spring floods
which carry away large quantities of the fertile top soil on
which the whole of our life depends. There is only about
six inches or so of that fertile soil — seven in some places,
three in others. It is a thin layer, in any case, and on that
thin layer depends our agriculture. In other words, our soil
is rapidly losing its fertility, its productivity. Without going
into details, it is fair to say this loss of fertility which has
taken place in Southern Ontario, and likewise in other parts
of Canada has already given rise to a major economic
problem.
One instance has been given me by an expert agricultural
friend of mine, of an area in Ontario right in the middle of
agricultural country which was considered good, in which
during the last few decades the soil has progressively be-
come less and less fertile, and more and more lacking in
essential elements through the washing away of the surface
soil. That lack manifests itself now in inferior crops. The
root crops show definite signs of imperfect nutrition. Cor-
respondingly, stock fed on those crops show signs of mal-
nutrition, and more recently, the children living in that
area are showing the effects of the loss of the fertility of
its soil.
The whole picture then is one of a degradation of our
originally rich natural resources in terms of soil and water.
In fact, in the 35,000 square miles that constitute southern
agricultural Ontario, some 8,000 square miles are now fit
for growing nothing but trees. It is not merely waste countn'
but it is a danger to neighbouring land, because it does noth-
ing to provide proper control of its streams as it did when
covered by forest.
The cure for such conditions as these has been applied
with great success in many places in the United States
and that quite recently. The first steps include, of course,
the obtaining of accurate information as to conditions, and
that we have not got in southern Ontario and, indeed, in
few parts of Canada. To get such information surveys must
be made in the field, detailed surveys of areas of erosion,
amount of stream flow, cutting of gulleys, what condition
the woodlots are in, density of population, the social ques-
tion whether a farmer trying to catch a living out of a
piece of light, sandy soil with no fertility in it is a social
asset or the reverse — all these problems and many others
come immediately into the picture.
Then comes the matter of the natural resources of the
area — wild animals, land and water game stock, forest, trees,
soil, rivers, ponds ; all these form an interlocking unit and can-
not be dealt with piecemeal. The planning of the cure there-
fore must be of a comprehensive kind and on a large scale.
Such planning covers a wide range. It must consider soil
chemistry, of course; the science of raising stock; the fertiliz-
ation of the soil ; the engineering control of water; reforesta-
tion. How much each comes into the problem as it affects
any single area can only be decided when detailed and full
information is available.
It is therefore evident that immediate action in collecting
information and planning is essential if land reconstruction
is to play any important part in the general post-war pat-
tern. That it should play a part is clear, but we have as yet
no figures which give us adequate information— just how-
many men, of the hundreds of thousands who will be want-
ing jobs, can be employed in this way.
The time element then is of first importance. Last summer
a survey was conducted in the Ganeraska Valley, a joint
survey by co-operation between the Dominion Government
and the Government of the Province of Ontario. It collected
information on the watershed of the River Ganeraska, which
flows out at Port Hope from a basin of about one hundred
square miles.
It has not yet been announced when the report with the
results will be out. I understand at no very early date. We
have an earlier report on King Township, about 120 square
miles, which gives a good deal of information about the
need of reconstruction in that area — a total of about 200
square miles. That is all the information that is available
or partially available at the present moment, and at our
present rate of survey it will take about 150 years to have
the most important and critical parts of the province sur-
veyed so that we can make plans. At our present rate of
planting the areas that should be under trees, and which
dominate a great deal of the water supply in Ontario as
such, replanting would take about 800 years.
194
April, 1943 THE ENGINEERING JOURNAL
These are not pleasant statements, but I do not think
they can be refuted. That is the situation.
My statements are based on the opinions of a score or
more of men, all of whom have devoted much of their
time in recent years to considering the problem of soil
reconstruction. The figures have been approved by all of
them. They can be found in the Guelph Conference report
to which reference has been made.
In the United States, the principles of land conservation
have been applied to the physical and social reconstruction
of enormous tracts of land. The most famous of these is the
Tennessee Valley Administration Scheme. Some people say
that southern Ontario is too big a thing to plan for — the
Tennessee Valley is about 40,000 square miles. Southern
Ontario is about 35,000 square miles. It is true that they
do not present the same problem. One is a big river basin,
the other a lot of small river basins, but the area is about
the same.
But here we have not even begun, and unless we get a
much greater speed into our attack on this problem there
is no chance whatever that land reconstruction will play
any important part in the general post-war pattern.
FORESTRY PROBLEMS IN RECONSTRUCTION
JOHN C. W. IRWIN, B.Sc.F.
Clarke Irwin and Company, Educational Publishers, Toronto, Ont.
It is not necessary before an audience such as this to to part with such valuable, ready-made hand-outs for favours
record the contribution of the forest and forest products received or expected, that the undertaking of a serious forest
to the prosperity of Canada. To refresh memories, however, policy would require.
may I quote a few figures given before the Annual Meeting As added background for what I have to say regarding
of the Canadian Society of Forest Engineers last month forestry problems in reconstruction may I remind you that
by J. D. B. Harrison, Chief, Division of Economics, Domin- the forest is a living organism, subject to improvement by
ion Forest Service. selection, betterment of soil and moisture conditions, and
Forest Industky-1940 avoidance of overcrowding; subject to .deterioration and
„ .x . . . , „, ,.„ .„• . , . , „^.0 .„■ . ■ destruction by the reverse and as are all living things, by
Capital invested — $1,110 million of which $643 million is invested ,. j -u j j A- t ± i f i i
in the pulp and paper industry. disease and the depredation ol natural enemies, particularly
Gross value of products, pulp and paper industry. . $298 million insects. The greatest enemy is the forest fire, however, some
Sawmill industry $135 million 90 per cent of which are man-caused and preventable. By
Net value of products of all wood-using industries.. $458 million leaving large amounts of slash in the woods, man is also
In gross value of products, pulp and paper was second and saw- -, , °, ,, , j . , _ ... e' *
milling sixth, among the manufacturing industries. responsible for the spread and intensity of many forest
t. fires; his neglecting to remove the trees killed by insect m-
EMPLOYMENT , , ',. r -J • n. r xi. j
Woods operations 100,000 man years festations of epidemic proportions results in further dan-
Sawmilling 40,000 " " gerous fire hazards.
Pulp and paper. 35,000 The handling of the forests so that they will continue to
KSTeSTn^Vrades):.::.:::: ?f;S88 » " m profitably forever is a highly technical and scientific
business, requiring, I would suggest, lor even average suc-
Total 224,000 " " cess, study and knowledge greater than that required for
This represents subsistence for nearly a million people. comparable success in agriculture. Just as different agricul-
Wages or salaries, 1940— $240 million. tural crops require different soil conditions, so in the growing
Sawmilling gave most employment, pulp and paper next, of trees every variation of soil, slope and moisture content
These two provided nearly 10 per cent of total industrial may present a different problem. Nature gives no guarantee
employment. In salaries and wages paid, pulp and paper that a second crop of trees as valuable or numerous as the
stood first and sawmilling second. present will grow in any particular area when the forest
In external trade "wood, wood products and paper" is cut, even if the area is not burned over, which it often is
yielded a favourable balance of $310 million in 1940, as — again and again.
compared with a deficit of $199 million from trade in all One other thing should be remembered, and it is often
other commodities, giving a net favourable balance for all lost sight of by those who talk about unlimited supplies
commodities of $111 million. of wood — that is that wood is heavy and, therefore, trans-
And finally one more set of figures also from Mr. Harri- portation is a considerable factor in cost. Transportation
son's paper. requires roads in the woods, river improvements, railroad
Of the total area of the nine provinces of 2 million square facilities, besides rolling stock of various kinds, all of which
miles, 760,000 square miles or 37 per cent is rated as pro- cost considerable money,
ductive forest land. It follows, therefore, that the more wood that can be
One would naturally suppose that the citizens of a country grown on an acre, the cheaper the unit price. That is why
endowed with such blessings from the hand of a bountiful B.C. products can cross the continent to compete in Ontario
Creator would try to see to it for selfish reasons and for the markets. Our natural forests in Ontario produce from a
sake of their children that such a resource as the forest was quarter to one-half of what could be produced with any
given at least a half decent chance at self-renewal, or even reasonable kind of forest management and silvicultural
that forestry knowledge be used to improve the quality practice. The transportation problem explains also the
and quantity of the natural forest. numerous ghost lumber towns in Ontario — there was plenty
Such has been far from the case — if I may speak with of wood left in the province but it was too far from the mill,
moderation, I would say that our treatment of the forests Ghost towns are still being added. Thessalon being the
of Canada represents the ultimate in callous stupidity, and latest substantial one to come to my attention. The saw
a flagrant abuse and breach of trust on the part of our elected mill there recently closed down on account of shortage
representatives, for which we the people must accept our of supplies; let us hope something else will turn up for the
share of responsibility. town.
This applies to all the major forested provinces of the From the foregoing it is apparent that a sane forest policy
Dominion, and although there is a little light on the horizon is one under which as much timber as possible is cut from
from Quebec and a gleam from New Brunswick the pall of a given area while assuring another crop of trees as good
politics still enshrouds. For various apparent reasons the or better than the original. The care necessary to assure
public has not insisted on reform and as yet, speaking for the new crop naturally requires the expenditure of more
Ontario, no Adam Beck of forestry has arisen. It is my con- time and money than would be necessary under a "cut out
sidered opinion that the public is ready and eager for any and get out" policy. Such extra expenditure could hardly
reform, and that political leaders are lagging behind, loath be warranted if the area carefully logged on behalf of the
THE ENGINEERING JOURNAL April, 1943
195
future, is likely to be ravaged by forest fire. Our forest fire
record is a national scandal of which we all ought to be
thoroughly ashamed.
Therefore, a condition of undertaking a programme of
sane forest management is dependable protection from fire ;
the essential and urgently necessary work to improve fire
protection services is therefore the first to be here considered
in connection with forestry problems in reconstruction.
Fortunately, in this connection, there was presented at
the Canadian Society of Forest Engineers meeting to which
I referred, a very able paper by Mr. Peter McEwen, Regional
Forester with headquarters in Sudbury, on the subject of
Forest Fire Protection in Post-War Rehabilitation. Mr.
McEwen gets down to details and cases for the Sudbury
District which comprises some 20,000 square miles and
which might be considered typical of the forested area under
organized fire protection in Ontario, some 170,000 square
miles. His figures, however, are in my opinion conservative,
and deal only with bringing the Sudbury District up to a
reasonable efficiency — making up for past omissions and
neglect.
The kinds of work enumerated by Mr. McEwen are:
1. Hazard Disposal, which deals with —
(a) Safety Belts around Villages . 20,000 man-days
(b) Safety Belts along Roads and
Railroads 200,000
(c) Broadcast burning 80,000
Total 300,000 man-days (without the
winter burn-
ing)
(d) Winter Burning 50,000 man-days per year while
cutting con-
tinues.
2. Transportation Improvement. There is a direct relation between the
time required to get to a fire and the damage done. If it takes a
day or more to reach a fire, as it often does, the expense of fire-
fighting is greatly increased and the hope of controlling it without
rain lessened. Time is of the utmost importance.
Transportation improvement includes:
(a) Streams, portages and lakes 200,000 man-days
(b) Roads (include trails) 640,000
3. Communication Improvement.
Telephone System 40,000 man-days
4. Detection Improvement.
Lookout towers and trails thereto 20,000 man-days
The totals under these four headings is 1,200,000 man-
days, or based on a 200-day year would give employment
to 3,000 men for two years.
Multiplying by eight to get an idea of useful work that
needs to be done in the forested area of Ontario on fire
protection alone, you have a total of 9,600,000 man-days or
24,000 men for 200 days per year for two years.
Much of the work outlined presupposes surveys and
mapping, both ground and aerial, preliminary to its under-
taking. No estimate of the men or time required for such
surveying and mapping is given by Mr. McEwen. It would
doubtless be considerable.
These labour figures have been given in terms of a two-
year period, because such work might be considered stop-gap
employment; there is no reason why a smaller number of
men could not work for a much longer time and there would
be a number of obvious advantages in such an arrangement.
Scientific forestry practice requires the maintenance of
roads and permanent river improvements so that the mature
crop, wherever it is, may be harvested when ready and also
that fungus or insect-infected timber may be salvaged; the
removal of such diseased timber, operates to stop the spread
of the epidemic and is the only satisfactory way to deal
with it, so far discovered.
The building of such a permanent transportation system
could well be linked to the improvement of transportation
in fire protection mentioned above and many of the roads
would serve both. No estimate of time required for such
construction is as yet available as far as I know except for
very limited areas, but it will doubtless be forthcoming,
and very considerable.
What has been said, deals with the possibilities of work
in the forest to bring its facilities and organization to a
point where the fire protection system has a chance to cope
with the danger, and the forest operator can, if required,
do scientific logging without such a high initial charge for
roads, stream improvements, etc., against his operation.
As has been suggested, the emphasis on the future timber
crop while logging the present one, involves the expenditure
of time and money, and although the amount will differ
very greatly on different sites and types of forest, a fair
estimate would be that the number of men required in woods
operations, marking of trees, burning of slash, inspection,
etc., would be 25 per cent more than at the present time —
representing an investment in the present for the future —
an investment, however, that should be repaid several times
over by the improvement in quantity and quality of the
new crop — if one can judge from European practice. As yet
in Ontario (and this is generally true throughout Canada with
the exception of the province of Quebec) we have no scientific
forestry, if we disregard a few minor experimental cuttings.
That wood is used for many thousands of purposes is a
fact few take time to consider. The war has brought it
forcibly to our attention with the increasing scarcity of
many other materials. The Germans have long appreciated
it and have sacrificed their forests mercilessly for the basic
material that helps them make up deficiencies in food,
shelter, clothing, war essentials and motor fuel — in the hope,
of course, that they will be able to rest their forests after
they have acquired control of the rest of the world.
They have at least a well thought out plan. We, in Ontario,
have had no plan worthy of the name, and those from other
provinces will know to what degree this is true of theirs.
I might add that we have done comparatively little re-
search into the multitudinous problems involved in keeping
a forest productive although we have spent and are spending
vast amounts on agricultural research.
If, after the war, a sane forest policy should be adopted in
Ontario, we would find ourselves hamstrung for lack of
trained technical foresters. Before the war, we had about
twenty foresters in the employ of the provincial government
of Northern Ontario, largely occupied with fire protection,
or an average of one for each 8,000 square miles. The Gov-
ernment Forest Service of Ontario alone, with any rational
forest plan, could use from 200 to 250 foresters without diffi-
culty, the product of 25 average graduating classes of the
Toronto Forest School. We have had no plan of training
secondary personnel for ranger duty, cut inspectors, etc.,
and in this we are far behind the province of Quebec, which
has had a ranger school for twenty years. The dearth of
technical foresters and the low estate of the forestry pro-
fession can be attributed largely to the unenlightened course
followed by our provincial authorities; only in the provinces
of Quebec and New Brunswick has the value of four years
specialized university training and forestry experience been
recognized by legislation.
Proper forestry management will pay big dividends and
protect the future of the vast investment in Canadian forest
industries. It will increase the demand for woods labour
and can maintain in perpetuity the many communities now
dependent on the products of the forest. We must discon-
tinue the ridiculous practice of taking money from forest
revenue for the general funds of the provinces while the
forest is deteriorating and being destroyed by fire, disease
and waste. In Ontario the direct forest revenue thus taken
is a small fraction of the total provincial revenue, but its
application to the maintenance of the forest would make a
tremendous difference.
This paper was to deal primarily with Forestry in relation
to Post-War Reconstruction ; I hope you will not mind my
concluding it with an appeal for your sympathetic interest
in the problems of those technical foresters and other con-
servationists who are striving to bring those responsible
for the administration of the forests to some idea of their
possibilities for the future of Canada.
Technical foresters and engineers of all kinds have much
in common; I solicit your interest in this problem.
196
April, 1943 THE ENGINEERING JOURNAL
DISCUSSION
The Committee earnestly invites further discussion on the subject of post-war planning and reconstruction. Contributions
will be welcome from members of the Institute and non-members as well. They should be addressed
to Headquarters of the Institute, 2050 Mansfield Street, Montreal, Que.
G. MacL. Pitts, m.e.i.c.3
The reconstruction programme will require a great deal
of co-operation, particularly the co-operation of the large
element of educated and scientifically trained men that we
have in this country.
Having the honour at the present time of being the presi-
dent of the Royal Architectural Institute of Canada, I
may say that in that body we have had to make some con-
cise and exact studies with regard to the possibilities of the
wartime period and the post-war period. We have tried to
be realistic about this matter, and to reduce the idealism
to a minimum, in order that practical results may be of
the best.
In that Institute we have associated ourselves with other
organizations, such as The Engineering Institute and the
Canadian Construction Association, through the National
Construction Council. We feel that no one organization
can plan such a comprehensive scheme as will be required.
Our feeling at present is that we are away behind schedule.
If there is to be a building programme ready to commence
constructive work within the next two or three years, very
definite plans should be well under way now.
In making these plans there is a tendency to depend too
much on the government. It is easy, in time of war, to
place the responsibility for a great many things upon the
government which the government is not properly organized
to carry out. If we continue to do so the government will
be inclined to accept that theory and serious difficulties
may arise.
We have in our Institute drafted a proposal which we
are sending to the government, as to how we think a work-
able organization could and should be set up for the carry-
ing out of the post-war reconstruction planning scheme. We
appreciate the limitations which housing presents. A great
many people think that the housing situation will be solved
by simply building a large number of small houses to house
our working men.
Now, there is nothing to indicate that a working man
wants to own a house. In a great many cases he does not
want a house because the economic set-up of his employ-
ment may make it necessary for him to move to some other
community.
Another thing to be remembered is that the housing
proposition is a very flexible one. In time of depression we
found that people could double up at a surprising rate, and
the necessity for housing could be very materially reduced.
As an Architectural Institute, we are carrying out a survey
of all the work that has been on the board. Progress has
been held up by the war itself, or by the restrictions that
have been placed on materials and labour during the war,
and although our returns are not yet complete, you would
be surprised at the volume that we have at present before
us as being work that can be carried out by the industry
when the situation permits.
We find too that the government, in its anxiety to see
that the greatest effort is put forth for the winning of the
war, has imposed upon us a great many regulations, the
actual effectiveness and efficiency of which in the prosecu-
tion of the war, we can not quite appreciate.
As far as the construction industry is concerned, we are
terribly lacking in plans for communities where buildings
can be carried out. There is no use trying to build before we
know what we are going to build, where we are going to
build, and how we are going to carry out the scheme. It is
most desirable that the engineering profession, and those
interested in town planning should cooperate with us, and
we with them, to see that these difficulties are overcome.
3 Maxwell and Pitts, Architects, Montreal, Que.
As far as reconstruction problems are concerned, none
of us are selfish in our approach. We are trying to plan for
our fellow Canadians, and see that they will live in the
future under the very best conditions that our technical
knowledge and our humanitarian point of view can possibly
develop. We are not in this for profit, we are in it to make
a country worth living in. Let us not depend too much on
the government, but let us do something for ourselves.
Francis Hankin, affiliate e.i.c.4
Mr. Cochrane has done well in drawing public attention
to the general nature of the post-war problem of ensuring
full employment. His adaptation of the General Electric
analysis of post-war possibilities and needs to Canadian
conditions is valuable, though some people may not accept
all the items he includes under "capital goods production",
and may feel that the proportion of the total national pro-
duction he allots to capital goods of 35 per cent is a little
high. But differences of this sort do not detract from the
worth of what he has done in stressing the importance of
capital goods and consumers' durable goods in our economy.
If past experience is a guide, they will together form not
less than one-third of our national income. Like construction
in the United States which dropped from nine billions in
1925 to one and a third billions in 1933, they will be subject
to great fluctuations in volume and, therefore, will cause
from time to time considerable unemployment unless we
bring their production under better social control than we
have hitherto done. To accomplish this, we should do the
following things :
1. We should even out and stabilize our total annual
expenditures for capital goods required both by public
bodies and private enterprises.
2. We should adopt measures that will maintain the pur-
chase of consumers' durable goods, such as radios, auto-
mobiles, etc., at a high and constant level. We need not
worry very much about expenditures for food, clothing,
and other essentials of life because, if the considerable fluc-
tuations in the other areas of production are brought within
reasonable bounds, such expenditures will automatically be
constant and at a high level.
Accomplishment of these purposes requires the co-opera-
tion of all individuals and organizations in the community,
and, among the latter, the state must be included. What
form should the effort take, and how can it be brought
about ?
First, we should examine the action we may expect from
government at its various levels, federal, provincial and
municipal. Clearly, each authority should plan its public
works with the dual object of providing useful service, and of
affording employment when it is needed. Each should pre-
pare as many projects as possible to the blueprint and speci-
fication stage so that the most appropriate may be launched
promptly when needed. Where possible, they shall be used
as "fill-ins" when private enterprise is stagnant. In financing
them, our governments should follow the Swedish plan of
budgeting public works separately from current operations.
And we should pay for them out of loans during depressions,
and out of taxes during prosperity.
Through its power of taxation, government can do much
to maintain purchasing power for consumers' goods which
depends upon the receipt by each citizen of a sufficient
share of the national income. Adequate social insurance
which, in the words of Mr. Churchill, "brings the magic of
averages to the rescue of millions" is an important con-
4President, Francis Hankin and Company, Limited, Montreal.
This discussion was not presented at the meeting, but contributed in
writing afterwards.
THE ENGINEERING JOURNAL April, 1943
197
tributor to that purchasing power and, therefore, to pros-
perity. Remove the fear of disaster from accident, sickness,
unemployment, and death, and nine-tenths of the popula-
tion will not find it necessary to save for a rainy day. In-
stead, they will spend nearly all their income on consumers'
goods, and thus keep the wheels of industry moving regu-
larly, reducing thereby the cost of insurance itself. If proof
is wanted, see what unemployment benefits, and even the
dole did to maintain purchasing power in England after
the last war.
Through taxation of excess profits of monopolistic enter-
prises, government can induce big business to keep prices
low or wages high so that purchasing power will be main-
tained at an adequate standard. Graduated taxation also
is used to remedy inequities in income distribution.
Government can do many other things as well that will
help to maintain prosperity and full employment. Educa-
tion, for example, fits a man to produce better, and good
health keeps him constantly at his bench or in his office.
What can business and other organizations do ? Private
enterprise must find some way to controlling its capital
expenditures on the principle advocated above for public
works. Possibly, concerted effort by employers working
through their trade associations will be needed to
do this. Government also may take a hand, as it
has already done, by remitting taxation on capital
expenditures during depression, and by offering financial
aid similar to that available from the R.F.C. (Reconstruc-
tion Finance Corporation) in the United States. The final
responsibility, however, rests on the shoulders of private
enterprise itself. If it is to survive, it must find ways and
means of eliminating violent employment fluctuations in
capital goods industries. It must level out its demand, and
it must also be ready to venture into new fields of effort
which will require new buildings and new equipment.
But the most important responsibility of private enter-
prise is to ensure the distribution of the greatest volume
of the things it is in a position to produce. The instruments
for doing this are prices and wages. Prices must be low
enough to call forth the greatest volume of purchases, or
alternatively, wages must be high enough to enable the
recipients to buy all that comes on the market. Through
trade associations, which may have to be subject to gov-
ernment supervision, industry should pursue a policy of
striving for the greatest possible distribution. Only by doing
so can unemployment be avoided, and the possibility of
state capitalism forestalled.
The foregoing suggests that full employment demands
the collaboration of all the interests concerned with it. How
can it be brought about ? Mr. Cochrane mentions the Com-
mittee for Economic Development organized in the United
States and financed by business men. It proposes to co-
operate with agencies of government and "to stimulate and
work with local community groups and business men, learn-
ing from them as it goes along". This Committee may do
good work, but I think it will be hampered in its efforts
because, apparently, it will work from the top down. I
prefer the method proposed by the Canadian Chamber of
Commerce which suggests that local committees on recon-
struction "should be comprised of nominees from various
bodies in which the following might be included:
The Board of Trade or Chamber of Commerce of the city.
The Junior Board of Trade or Chamber of Commerce if
such exists.
Co-operative societies, if such exist in properly organized
form.
Citizens' committees on Rehabilitation.
Labour organizations, such as Trades and Labour Coun-
cil, the Canadian Congress of Labour, and the Catholic
Unions.
Farmers' organizations, if they exist.
Construction organizations such as the Architects' Associ-
ation, The Engineering Institute of Canada, Canadian
Construction Association or Builders' Exchange.
Canadian Manufacturers' Association.
The university or senior teachers' association.
The Canadian Medical Association.
Social service organizations.
Major trade associations.
Any already established community committees on such
matters as public works, slum clearance, town plan-
ning, etc.
Other women's organizations.
Though boards of trade may inaugurate the committees
and make available to them their secretarial facilities, I
think it is of the greatest importance that neither they
nor any other organization should dominate them. The
committees must be truly communal, and, therefore, the
members should not be chosen by the boards of trade but
nominated by the organizations interested in reconstruction.
It has been suggested that an organization of organiza-
tions might engender fascist tendencies. There will be no
danger of such a development providing the committees
avoid entanglement with government. It is their business
to prod government and to criticise it. They should co-
operate with government but not be tied to it. Only if they
preserve their independence and freedom will the commit-
tees lie free from politics and command the confidence of
the community they serve.
What can they do? Through their own or ad hoc sub-
committees of expei'ts, they can ensure the preparation of
a shelf of public works for their community; can assist
small local industries to plan for change-over and expansion
for peace-time work; can educate producers, workers, and
public to the importance of proper price and wage policies;
can plan for appropriate educational and health facilities;
and can help to create an informed public opinion which
will decide wisely on the matter of social insurance.
This will be true communal work from which the indi-
vidual will benefit and in which he can participate, for,
after all, powerful organizations and associations, and also
the state itself are composed only of individuals like ourselves.
There is need that each one of us. working through our appro-
priate organizations, shall apply his intelligence and his
energy to the problem of providing full employment and a
decent standard of living for everybody when war ceases
so that we may this time win the peace that ensues and
make it permanent and prosperous.
198
April, 1943 THE ENGINEERING JOURNAL
THE TRAINING AND EDUCATION OF ENGINEERS
S. D. LASH, PH.D.. M.E.I.C., ASSOC. M.INST.C.E.
Assistant Professor of Civil Engineering, Queen's University, Kingston, Ont.
It is reasonable to expect that, in the post-war period,
careful consideration will be given to the whole subject of
engineering training, and it is probably well for us to start
thinking about it now. In support of this view attention is
directed to the presidential address to the Institution of
Civil Engineers delivered last year by Professor C. E.
Inglis® and to the recent address by the president of The
Engineering Institute reported in The Engineering
Journal®. It is the purpose of these notes to emphasize
some of the principles outlined in the above addresses and
to suggest application to conditions in our universities.
In order to plan engineering training it is necessary to
decide what sort of people we want engineers to be, and
how, if at all, such people can be trained. Remembering
that the engineer is the man "who directs the great sources
of power in nature for the use and convenience of man" and
remembering also that the term engineer originally meant
"one who contrives, designs, plans or invents" (1702) it is
suggested that the primary function of engineers are the
planning, designing, constructing and maintenance of
structures and machines of all descriptions.
Successful planning of engineering projects requires a
breadth of outlook which engineers (and others) often lack.
In the development of American railroads, for example,
immense sums of money were wasted through improper
planning and what is even more important, improperly
motivated planning. In the post-war period, many engineer-
ing projects will have to be examined, not only for technical
soundness, but also for economic soundness, social sound-
ness and for the aesthetic satisfactions that they may be
expected to bring. The making of such studies is a proper
task for the engineer and the engineers who make them
must be men of broad general education with a pre-
dominantly scientific outlook. In a recent broadcast,
Professor Inglis® said: "Those who plan and carry out vast
engineering works must be men who possess forward-looking
minds, coupled with great resolution and powers of leader-
ship, just the type of leaders we want in these days and in
the days of post-war construction." To broad general
education must be added specialized knowledge in one or
more fields. Specialization gives rise to the most difficult
problems in the engineering education. To what extent
should the universities attempt to impart specialized
knowledge, to what extent should they attempt to teach
subjects of a general cultural nature and in what way
should such subjects be approached ? Some attempt must
be made to answer these questions.
It is widely recognized that the training of engineers
cannot be entirely accomplished by universities. However
competent the teaching or however well planned the
courses, practical experience will always be an essential
part of an engineer's training; moreover, an engineer con-
tinues to learn things throughout his professional life. The
young engineer has ample opportunities after graduation of
obtaining detailed technical knowledge of the fields in
which he is interested. As Professor Inglis® has put it
"A beginner in an electrical firm will get little credit for his
knowledge of electricity, for in that particular direction he
will be surrounded by others far more knowledgeable.
But if, perchance, a problem involving stress calculations
comes along, which he alone is capable of solving, seen
against a black background of ignorance he will gain credit
out of proportion to his merits."
In the past, men with engineering training have fre-
quently been engaged in work of a predominantly non-
technical nature. Sir Clement Hindley® has estimated
"that in carrying through an engineering project probably
75 per cent of the directing engineers' time, energy, and
brain power are absorbed in overcoming human difficulties
and the remaining 25 per cent in solving material and
physical problems." The better paid positions are often
executive rather than technical. For men in such positions,
highly specialized knowledge such as is commonly imparted
at a university is valueless, but a scientific outlook is of
inestimable value. By a scientific outlook is meant "a
critical, logical attitude, and a wholesome respect for
correct reasoning, precise definitions, and clear grasp of
underlying assumptions."®
University courses consist at present of an intensive
diet of technical subjects leavened with a few other subjects
which students feel to be largely unnecessary. The effect
of this intensive diet is to produce mental indigestion of the
worst kind. An average student may regurgitate sufficient
information at examination times in order to get a degree
but only an exceptional student can be expected to assim-
ilate such an excess of mental food. Forty years ago it was
recognized that courses were too crowded — they are
probably still more crowded now and as a consequence
there is very little time left for thinking. The average
graduate finds, say ten years after graduation, not only
that he has forgotten most of the material he studied so
intensively for examination purposes; he will find that he
has forgotten that he ever knew it. Probably the only
reason that university training has worked as well as it
has, is that it serves as a sort of intelligence test, picking
out those who are bright and rejecting those who are dull.
In most Canadian universities, an engineering course
consists of two years spent largely on fundamental subjects
such as mathematics, physics and chemistry followed by
two years of more or less specialized study in some branch
of engineering. This system was apparently introduced
into American colleges from France during the 19th
Century. On paper it looks like a logical sj^stem but in
practice there are disadvantages. Perhaps the most serious
of these is the division of outlook produced in the students'
minds. The fundamental sciences are regarded only as pre-
requisites to engineering studies and are not closely related
to them. Another drawback is that, in mathematics for
example, too much material is presented in too short a
time. In the opinion of the author it is unreasonable to
expect the average student to assimilate the elements of
co-ordinate geometry, differential and integral calculus,
differential equations, spherical trigonometry and various
other topics within two years.
The need appears to be for more extensive and more
varied fundamental courses together with a considerable
reduction in the time spent on specialized work. It is the
latter suggestion which will probably arouse the greatest
doubts in many minds. But unless courses are lengthened
this is what we must do. Consider, for example, the field of
structural engineering. It is common for undergraduate
students to study all, or many, of the following topics:
arch design, moment distribution, rigid frame analysis,
strain energy, virtual work, photoelasticity, wind stresses
in tall buildings, continuous trusses, suspension bridges,
and so forth. These subjects are all interesting and some
are important, but it is maintained that practically none are
essential in undergraduate training. Only in exceptional
times is the young engineer called upon to design the more
complicated types of structure. The average employer
expects the graduate to be able to proportion simple beams,
columns, connections and perhaps, trusses. It is only after
gaining experience in the design of such simple structures
that an engineer is qualified to tackle more complex
problems. A structural engineer should know what a
suspension bridge looks like and he should understand the
THE ENGINEERING JOURNAL April, 1943
199
general structural principles involved in supporting the
loads, but only one man in a hundred will ever design such
a bridge. The bridge designer can study the exact methods of
design which have been used in previous bridges and in a
week, at the most, learn as much about the subject as he
could have done in any undergraduate course. In subsequent
weeks he will, of course, learn far more.
Matters such as those listed above are more suitable for
studjr by graduates and the universities might well offer a
variety of short intensive summer courses, perhaps lasting
not more than three weeks, on such subjects. Many en-
gineers would welcome an opportunity of studying recent
theoretical developments in their own particular field.
The pruning of courses must be carried out thoroughly
if a new healthy growth is to be encouraged. Such new
growth will be characterized by a renewed interest in
fundamental subjects such as mathematics, together with an
interest in subjects which are comparatively new to the
curriculum but which are nevertheless of wide interest to
engineers, subjects such as regional and town planning
aesthetics, management, traffic control.
It seems almost essential to introduce some further
element of specialization during the final year at college.
Whilst this may appear contrary to some of the preceding
arguments it nevertheless appears a necessary consequence
of the general advance of engineering science. Moreover,
the student taking a civil engineering course, for example,
usually has a fairly clear idea as to whether he wishes his
future work to be in the field of structural engineering or
that of municipal engineering. Similarly the student study-
ing electrical engineering will know whether he is interested
chiefly in radio or in the design of heavy electrical machin-
ery. Thus, further use can be made of elective courses in
the final year. For those who do not wish to specialize at
all, it is suggested that a course in general engineering be
offered.
We are now perhaps able to answer in a little more detail
the question asked at the beginning of this discussion. What
sort of people do we want engineers to be ? It appears that
engineers need to have: —
1. An understanding of scientific methods of thought.
2. A broad grasp of the basic principles underlying the
design and construction of structures.
3. An understanding of the economic structure of society.
4. A specialized technical knowledge in some particular
field of engineering.
5. The ability to express ideas clearly and concisely.
6. An appreciation of culture.
With the above ideals in mind let us attempt to construct
an ideal curriculum. Consider fiist the general engineering
course. The four years might be spent somewhat as follows :
First Year
English — Writing of laboratory and engineering reports
and essays. Reading books on the history of engineer-
ing developments, descriptions of engineering works,
biographies of engineers, recent papers of a general non-
technical nature in engineering and allied fields.
French or German — Acquire a reading knowledge of the
language.
Mathematics- — Basis of mathematical reasoning, logic,
number systems, equations, series, plane co-ordinate
geometry, trigonometry, very elementary calculus
("Calculus made easy"), introduction to ideas of
mathematical philosophy.
Physiology — Elementary human physiology, the body
as a machine and the necessary conditions for its
efficient operation.
Psychology — Elementary human psychology, emphasis
on basic psychological conditions for. well adjusted
living, methods of learning.
Shopwork — Carpentry, machine shop, blacksmith shop.
To gain practical knowledge of the properties of
materials and of the way in which they are worked.
Second Year
Mathematics — Co-ordinate geometry, functions, elemen-
tary calculus, moments of inertia, kinematics, acceler-
ated motion, statics, hydraulics.
Physics — Elementary heat, sound, light, magnetism and
electricity.
Chemistry — Chemical properties of common engineering
materials. Chemistry of common industrial processes.
Introduction of general ideas of modern chemistry.
Properties of Materials — Physical properties of common
engineering materials. Laboratory testing.
Drafting — Systems of projection, lettering, structural and
machine drawing, descriptive geometry.
Social Science — Introduction to principles of economics,
money credit, business cycles, government control,
historical development of capitalist and socialist
society.
Surveying — Principles and practice of elementary plane
surveying.
Third Year
Mathematics — More advanced calculus, partial differen-
tiation, elementary differential equations, damped
oscillations, solutions of equations, curve tracing,
dynamics, hydraulics.
Electrical Engineering — Fundamental principles of elec-
trical engineering, including electronics.
Structural Engineering — Statics, simple framed struct-
ures, stress and strain, beams, columns, shafts, elemen-
tary structural design. Principles involved in structures
of various types.
Mechanical Engineering — Power plants, including inter-
nal combustion engines, machines, heating and
ventilating, thermodynamics, hydraulic machinery.
Selection of machinery.
Aesthetics— Aesthetics of engineering structures, architec-
tural design.
Social Science — Economic structure of Canada, Domin-
ion-Provincial relations.
Fourth Year
Mathematics — Differential equations, vectors, proba-
bility and statistics, philosophy of mathematics.
Municipal Engineering — Town planning, zoning, street
layout, traffic control, highway construction, water
supply, sewage treatment.
Transportation — Air, rail, road, water — history, eco-
nomics, operation, location, construction of airports,
railways, highways, docks and harbours.
Social Science — Industrial relations. Business and works
administration. Social effects of engineering methods.
Construction — Brief description of construction methods.
Production — Technique of mass production. Industrial
design for mass production.
For a specialized degree the first three years would be
substantially the same as for the general degree but greater
specialization would be permitted in the final year. For
example a degree course in structural engineering might
have a final year as follows:—
Mathematics \ . . . .
Social Science/ As for Seneral course-
Theory of Structures — Continuous and restrained beams,
trusses.
Structural Design — Elementary structural design in
wood, reinforced concrete and steel.
Structural Laboratory — More advanced testing of mater-
ials, testing of structural models, photoelasticity.
Structural Engineering — Principles involved in design of
building, bridges, retaining walls, tanks, towers and
other structures.
Foundations — Soil mechanics, proportioning of founda-
tions for buildings, bridges and other structures.
200
April, 1943 THE ENGINEERING JOURNAL
The above outlines are only intended to convey an idea
of the sort of topics to be discussed in an engineering
course. There are doubtless serious omissions and possibly
the pruning process has not been carried far enough.
It may be objected that undue attention is given to
mathematics in the above programme of studies. Mathe-
matics has been given the most prominent position for a
number of reasons. Firstly, it is obviously of fundamental
importance — more so than any other subject. Secondly,
to form a link between the work of different years. Thirdly,
subjects such as mechanics and hydraulics are regarded as
branches of mathematics rather than as separate subjects.
Fourthly, it is planned to introduce mathematics gradually
as required for engineering studies. It is desirable that as
much as possible of the mathematics instruction be given
by men with engineering training and experience, so that
the subject may be constantly related to practice.
In all subjects it is hoped that the present trend toward
increasing laboratory instruction, problem periods, and
seminars will continue with an accompanying decrease in
formal lectures. In subjects such as structural engineering,
students could well be encouraged to build actual structures
on a suitable scale under field conditions subsequently
loading them and measuring actual stresses. In this way an
appreciation of construction problems and of the errors
involved in ordinary design assumptions can be obtained.
Dachau deserves to be remembered not for its notorious
concentration camp but for the 'Bauhaus' established by
Dr. Gropius®. At the Bauhaus, students were taught the
fundamentals of architecture not only in the drawing office
but also in the work-shops and by actually working on
carefully planned and directed building projects.
It cannot be too strongly emphasized that there is no
fundamental conflict between theory and practice. One of
the pioneers of engineering education, Professor Rankine®,
put the matter thus : —
"At length during the Renaissance the truth began to be
appreciated that sound theory in physical science consists
simply of facts, and the deductions of common sense from
them, reduced to a systematic form. The science of motion
was founded by Galileo and perfected by Newton. Then it
was established that celestial and terrestrial mechanics are
branches of one science; that they depend upon one and the
same system of clear and simple first principles; and that
those very laws which regulate the motion and stability of
bodies on earth, govern also the revolutions of the stars
and extend their dominion through the immensity of space.
Thus it came to be established that no material objects
however small, no force however feeble, no phenomenon
however familiar is insignificant or beneath the attention
of the philosopher; that the processes of the work shop, the
labours of the artizan, are full of instruction to the man of
science; that the scientific study of practical mechanics is
well worthy of the attention of the most accomplished
mathematician. Then the notion that scientific men are
unfit for business began to disappear. It was not court
favour or high connection which caused Newton to be
appointed Master of the Mint but a knowledge that
Newton's skill both theoretical and practical rendered him
the fittest man in all Britain to direct the execution of a
great reform of the coinage."
References:
©Inglis, C. E.. Presidential Address, Jour. Inst. CE., Nov. 1941.
©Young. C. R., "Can professional education be liberalized," Eng.
Jour., Oct. 1942.
©Inglis, C. E., "The status and work of engineers," The Engineer,
Oct. 30, 1942.
©Hindley. Sir Clement, "Engineering economics, organization, and
aesthetics," Jour. Inst. C.E., Nov. 1941.
©Richardson, M., "Fundamentals of Mathematics," p. v., (New
York, 1941).
©Gropius, W., "The new architecture and the Bauhaus" (London,
1935).
©Rankine, W., "Applied Mechanics," 1858.
THE ENGINEERING JOURNAL April, 1943
201
FISHWAY PROBLEMS ON QUEBEC RIVERS
PERCY E. NOBBS, m.a., f.r.i.b.a.
President, Province of Quebec Association for the Protection of Fish and Game
Paper presented before the Montreal Branch of The Engineering Institute
of Canada on February 4th, 1943
A. Introduction
The diminution of the inland fisheries of Quebec is due
to three main causes: (i) poaching, (ii) pollution and (iii)
obstructions. Very few species can be fished out, but the
brook-trout unfortunately is one of these. The answers to
poaching and pollution are not here under consideration;
the answer to obstructions, whether natural falls or man-
made dams, is the fishway, which is our present concern.
Consider the rivers in our farming country; half their
length is barren of useful species. Perch, for example, have
totally disappeared during the period between the wars
from long stretches of river where they once were plentiful,
in waters which are neither polluted nor much poached,
but are much dammed. The fathers and grandfathers of the
present 'habitant' farmers in many a long Quebec valley
caught and salted all the fish they needed, where to-day
they have recourse to sardines and salt cod on Fridays.
Consider our trout waters increasingly invaded by lum-
bering and water storage operations. The fishway and the
spawning sanctuary are more economical answers to this
than the hatchery, the proper functions of which are to
re-establish stock where greatly depleted and to plant stock
in virgin waters, not to maintain stock against legitimate
angling.
Consider our salmon rivers with respect to sea netting
and the food market. In a hundred years these waters have
been reduced by 75 per cent. But what remains of them
could be doubled in length and productivity by easing the
passage at natural falls. Besides this, there are a number of
rivers, once producing salmon, on which lumbering has now-
ceased, or will soon cease, and where permanent indust rial
dams are established. These could be restored as salmon
rivers to the great profit of the inhabitants of this fair
province.
And lastly, consider the commercial fisheries of our great
rivers. An adequate fishway at the Montreal Island Power
dam and passage at the Carillon Canal dam would soon
recreate the shad fisheries all the way up to Ottawa. The
harnessing of the St. Lawrence between Lake St. Francis
and Lake St. Louis threatens the valuable sturgeon fisheries
(which could be further developed) and the still more valu-
able eel fisheries, to say nothing of the carp and doré and
half a dozen other existing fisheries that provide a livelihood
for hundreds of families and very desirable supplies to our
markets.
In all this, the engineer can make his contribution. River
management is a practical science. As in farming, scientific
research is a basic necessity; but, as in farming, common
sense and energy and an ability to count the cost and to
estimate the profits is what matters most.
The fishway engineer has to understand his fish as well
as his water. The mathematical formulae involved are
neither abstruse nor recondite. There is a good deal of
romance in harnessing a river with a dam, for a river can
be a very wild thing on occasion; and there is a good deal
of sport in getting fish to do what one wants in the matter
of ascending a fishway — as much as in getting them to
take the fly and come to the bank. And when fish, through
their use of a fishway, are fruitful and multiply, there is a
satisfaction such as no dead fish, however fine a trophy of
one's skill, can rival.
B. General Considerations
The earliest recorded fishway legislation appears to be
that of Alexander II of Scotland (c. 1225) which provided for
room for a pig to turn around in, as an opening in all dams
on salmon rivers. Haliburton (in Sam Slick) records a heavy
daily fine imposed upon a dam-owner at Liverpool, Nova
Scotia, in 1853, for not keeping the fishway open. Present
fishway legislation in the province of Quebec provides for
fishways in all dams "unless" and "unless", etc., with the
result that there are (in 19-12) very few fishways in the
province, as the following table shows.
Dams in the province of Quebec, about 450
Dams needing fishways, about 180
Ineffective fishways on dams 18
Effective fishways on dams 12
Waterfalls needing fishways 110
Fishways at waterfalls 1
Projected fishways studied 10
Fishways unknown to the author, possibly. . . 10
That is to say, in a province twenty times the size of
Scotland, with ten times Scotland's river mileage in its
accessible parts, there are only about a dozen effective
modern fishways known to the author.
Probably the main reason for this state of affairs is that
drawings for the type of fishway originally designed by
Mr. Cail of Newcastle, England, about 1874, got into the
hands of the authorities in various eastern states and prov-
inces and became standard practice. Now this type of fish-
wax- is easy and cheap to build and works quite well, if
only about half a dozen steps are required. Its defects will
be explained later. The apathy of the authorities and the
hostility on the part of most dam-owners and of some engi-
neers with respect to fishways may be attributed to the
tact that a long obsolete type continued to receive official
endorsation in the eastern states and provinces for half a
century after better types of fishway had come into general
use elsewhere.
The waste of water, that is to say, the use of more water
than is necessary for the passage of fish, during far more
months than is necessary in the year, has also very naturally
increased the general prejudice against fishways.
MIGRATORY FISH AND DAMS
All the fish about which the author knows anything are
more or less migratory, either in relation to seasonal search
for food or seasonal movement to spawning grounds, or
both. Every dam, therefore, causes diminution of stock,
yet some lew dams are very useful in diminishing an un-
desired species in favour of a desirable one. But, in this
connection, we should not assume that suckers arc unde-
sirable in trout lakes. True, suckers eat trout eggs; but
trout eat young suckers and this produces that balance
which results in good sized and even very large trout. The
author knows of no lake which can be rated a good trout
fishery, producing lots of 2-lb. four-year-old fish and a fair
stock of G to 8-lb. fish, to which the suckers do not have
access. He knows of scores of lakes (and there aie thousands
in the province) full of 3-oz. four-year-old trout where suck-
ers aie absent; and several lakes exist which once held an
abundance of 2 to 6-lb. trout where the construction of a
dam has ruined the fishery and resulted in starving millions
of old small trout. There are, of course, other contributing
factors, but this is a matter worthy of biological study which
might cause a revision of opinion on the sucker question
in relation to fishways. However, there still remain some
dams without fishways which are best as they are, serving
as they do to keep German carp, bass and pike out of trout
waters above.
202
April. 1913 THE ENGINEERING JOURNAL
There is many a long reach of river in Quebec which
could support a large stock of some desirable species which
cannot do so, solely because a dam prevents access from
the reach in question to some suitable spawning and nursery
stream above. There is in southwestern Quebec, as revealed
by the 1941 river survey (conducted by the Province of
Quebec Association for the Protection of Fish and Game
in co-operation with the Department of Game and Fisheries),
a matter of 400 miles of such barren or unused river reaches.
CLIMATIC FACTORS IN DESIGN
The climatic eccentricities of our province exercise cer-
tain limiting factors on the design and construction of our
fishways. The spring floods are apt to be tremendous affairs
if the snow melts quickly; they usually bring ice down with
them, sometimes in enormous masses. Furthermore, our
severe frosts render it necessary to drain our fishways for
the winter. Concrete is not a material easy to use, far from
highways, at the back of beyond where most of our fishways
must be. Moreover, once broken up by frost and ice and
undercutting, the repair of concrete is difficult and expen-
sive. The cost of concrete fishway work can never be less
than $300 per foot of rise, while the cost of wooden fishway
work need rarely be more than $30 by the same measure;
and repair or alteration of woodwork is easy and cheap.
Moreover, we are poor, when all is said and done. Most
fishways in this province, for a long time to come, must
therefore be in wood construction, which necessarily involves
some annual maintenance work and inspection for defects.
These things being so, it follows that only certain forms
of pool and steps, readily constructable in wood, can usually
be used in the designs for fishways in Quebec; and only
forms not too readily destructible by ice and frost, which-
ever material is employed. Many effective and some econ-
omical types of fishway recently evolved by designers in
other countries are thus barred out, so far as this province
is concerned; and some refinements of streamlined form,
appropriate enough to concrete construction, have no place
in a wooden flume fishway. Some fishways recently con-
structed in this province which have met with the approval
of fish of certain kinds will be fully described further on.
Within the fishway proper there are three things to avoid.
The first of these is undue velocity, both over the fishway
as a whole and at the points of rapid flow if such there be;
the second is turbulence, the enemy of rest and comfort
for fish; and the third is aeration which deprives the water
of that solidity which is as necessary for the tail of a fish
to drive against as for the paddle of a canoe. All three are
interconnected; all three are fatally easy to bring about by
feeble design or slight errors in execution, and any one of
them produces inefficiency. The longer the fishway, the
more important it becomes to eliminate each and all of
them. Observe that turbulence and aeration are unqualified
while it is "undue" velocity that is to be avoided, for there
must of necessity be a velocity suited to the kind of fish
and the circumstances of the case.
C. Types of Fishway
(a) THE DIAGONAL BAULK FISHWAY
This is one of the cheapest and most efficient types of
fishway (see Fig. la). It can only be formed in the case of
a dam with an even moderate slope from the crest to the
foot of the apron and consists of a baulk, set at an appro-
priate angle so as to form a channel up the dam at a low
gradient. There must be a notch in the crest of the dam at
the head of the baulk for the easy passage of fish at the
top. Unfortunately neither a baulk nor its attachments can
stand ice cakes sliding down, besides which very few dams
in this province have suitable faces. This type may be
regarded as inapplicable here.
(b) THE DISHED CHANNEL FISHWAY
In the rare case of a dam with a low enough gradient for
fish to ascend, the provision of a channel to give adequate
depth at all times is a simple device. Such a channel, how-
ever, cannot be readily closed and uses a lot of water (Fig.
lb). It cannot be recommended for use here.
(c) THE DENIL FLUME FISHWAY
This consists of a simple flume with a corrugated baffled
floor and sides to dissipate the energy of the flow and reduce
the speed of the current passing through (Fig. lc). In cases
where flow varies, the flume has to be made deep; and
most rivers vary in level from day to day. Recent experi-
ments* have shown that certain kinds of coarse fish prefer
this type of fishway. If in wood construction the compli-
cated floor required would necessitate protection and drain-
age in winter to prevent ice forming in the fishway. This
type could be used here in cases where concrete flooring
for the flume is possible.
(d) THE ALTERNATE OBSTACLE FISHWAY
For fishways of this general type many kinds of baffles
on the sides have been tried. These slow the flow appro-
priately, but most of them provoke a variable surging flow
and a stream of mixed velocities in which only small fish
could find rest. Such fishway flumes cannot be recommended
for long ascents, unless interrupted by frequent large rest-
ing pools. Furthermore the baffles, when pointing upstream
as they usually do, give lodgment for debris (Fig. Id). This
type is of very doubtful application in this province, but
is suitable for small fish such as alewives.
(e) THE PAIRED OBSTACLE FISHWAY
Such fishways only differ from the last type considered
in that the baffles are not staggered (see Fig. le). They are
(a) Diagonal Baulk .
/CREST A NOTCH
~X PLAN
(b.)Disbed Cbanne
XIREST x
/If fer fi-i/c&Tenoatt,
(c)TbeDenil Flume
After fluce Tennatt .
CROSS 5EO
PLAN
SECTION
(d) Alternate Obstacles.
PLAN
(e.) Paired Obstacles.
/ A
<?s^>
\ M
PLAN
After iVteodéflemem/i .
CROSS SEC:
*%
After iV'Leod tNemenui
CROSS SEC:
_ _-— o
■f
SECTION
After ffleodt Nemeru/i.
Fig. 1 — Types of fishway, a, b, c, d, e.
* A. M. McLeod and Paul Nemenyi, London, Eng., and University
of Iowa, U.S.A.
THE ENGINEERING JOURNAL April, 1943
203
simple and economical to construct and do not provoke
surging. With a resting pool after every 8 or 10 pairs of
obstacles or baffles and for short fishways with a small rise
they are workable but they are wasteful of water compared
to certain other types. They are, however, practical for a
rise up to 6 or 8 ft.
(f) THE POOL AND OVERFALL FISHWAY
The flume of suitable gradient interrupted by cross walls,
or weirs, is an old device. When little water is coming over,
the fish are expected to jump from pool to pool, and when
there is a rush of water over the cross walls they are ex-
pected to take rest and refuge below them (see Fig. 2f).
Such fishways use too much water. This type must be
regarded as obsolete.
(g) THE "CAIL" OR POOL AND ORIFICE FISHWAY
Most of the fishways of this and our other provinces are
of the Cail Type, illustrated in Fig. 2g, consisting of a flume
with cross walls having submerged orifices at the bottom
of each and staggered as to position. Such a fishway works
well enough for a four to six step affair. The flow necessarily
accelerates from top to bottom and this is met by diminish-
ing each orifice in succession. In a long series the lower
orifices give rise to small high velocity jets passing as much
water as the top one does. The result in the lower pools is
much aeration and turbulence, two things to be as much
avoided as high velocity. Also the pools fill up with trash
which blocks the orifices. No more Cail fishways should be
built in this province for more than a 4-ft. rise.
Cf.) Pool and Overfall.
CROJS SKTIOH
IT
\
($) Pool and Orifice (Cail.)
Obsolete,
cRojs srcriON
(b.) Pool and Notched Overall
Wonted 1874
CROSS SPCTIOfl
I!
1
now
.
o
1
1
(j) Fish -Lock.
^
A Trotttratk at Atad of Hum*.
B Stop lop fi cUumh/inttr
C 5<seer> at>eue /n/tt J&p*. ■
D Svido ç*fe T4 c/of. fïume,
E Stopfer f,,/, auf
T fît h efltniryct- uiflt r/idii>4 y*fe
G H aft Y in/tt /vfit.
M Gear tor l/tdino aaSe.
J. fiift-CCLft f/e*r Iv/M //eAti
Fig. 2 — Types of fishways, f, g, h, i.
(h) THE POOL AND NOTCHED OVERFALL FISHWAY
This is the basic type for many successful fishways built
between 1914 and 1942, in the British Isles. The cross
walls are notched at alternate ends giving a series of easy
flows from pool to pool and economizing water (Fig. 2h).
When properly proportioned there is no acceleration, each
pool receiving and delivering the same flow owing to what
may be called its own internal dissipation of energy. Various
recent improvements have been made in the design of the
notches. The modern notch is a slide rather than a step.
The earliest fishway of the type (but without slides) in this
province was designed by Mr. Hocken of the Department
of Fisheries at Ottawa for concrete construction at St-Ours
on the Richelieu about forty years ago. It is working to-day
and many sorts of fish continue to use it. This type appears
to be pre-eminently appropriate for adaptation to most
fishway problems in Quebec.
(j) FISH LOCKS
Automatic fish-locks have been designed and patented
and fish-locks operated by hand are quite feasible. There
is no doubt that they are very economical of water. One
constructed at Ile Juillet, Beauharnois Dam No. 1, is oper-
ated by hand and contains, before raising the level, 500
cubic feet of water, being 8 by 12 ft. in area (Fig. 2j). This
accommodates about 350 3-lb. fish at most; it takes twenty
minutes to fill up and pass the fish on, and about half an
hour for a fair "haul" of the fish present outside to enter.
But to cope with the vast number of fish subsequently found
to be present outside, an area at least ten times as great
would be required and to attract large fish the flow might
have to be increased. Besides economy of water there is
great economy of construction on the scale carried out.
There would, however, be no economy of structural cost,
or water, over an ordinary fishway in a case where 3,000
to 4,000 fish had to be passed every hour. This type thus
has its very definite limitations of application.
D. The Design of a Pool and Notched Overfall
Fishway for Wood Construction
the fish entrance
Unless fish come naturally to the foot of a fishway, or
can be induced to do so by alterations to the river bed,
there is, of course, no way of getting them to come in and
begin the ascent. The determination of the position of a
fishway is often largely conditioned by the nature of the
dam to be surmounted and the uses made of it. This may
mean that the point below the dam to which fish would
naturally come cannot be used for the fishway. It then be-
comes a matter of making a better place (and possibly
ruining the good natural place) so that fish will come to
the neighbourhood of the entrance. That is an operation
of what is called "river improvement work".
The actual fishway entrance needs a sharp flow. As there
may be only five cubic feet of water per second passing
down the fishway, this means a narrow opening, as the
depth at the fish entrance will be anything from two to four
feet. An opening 16 to 20 inches in width will let anything
but a 100-lb. sturgeon through. A fish entrance 18 by 36
inches (or 4J^ sq. ft.) passing five cubic feet a second gives
a flow of a little over a foot a second which is the least
velocity advisable. This mild small stream must deliver into
a heavy stream and this can be obtained by constructing a
by-pass or by arranging that a sluice gate adjoining the
fish entrance should be the last to be closed in case of low
water. With the water very low, fish would, of course, not
be in any mood to run (see Fig. 3c).
THE FISH EXIT
Passing to the other end where the water comes in and
the fish go out, we have the following problems. Salmon
will need an orifice at the head to be 18 by 18 inches and,
if there is a gate, they will need at least 12 inches of water
204
April, 1943 THE ENGINEERING JOURNAL
over the sill. At the water intake there must, first of all, be
a trash rack, preferably adjustable as to levels, to extend
12 inches below the water level which, of course, is usually
variable; and then stop logs to close the fish way off all
winter. Next comes the head gate to adjust flow and after
that anything from one to three cross walls with submerged
orifices for the passage of fish under variations of the water
levels above. Lastly there must be an overflow for adjust-
ment of water levels in the fishway. All these elements come
above the highest notch (see Fig. 3a).
WATER LEVELS
The first thing to establish is the normal high and low
water levels above and below the dam, or waterfall, and
their variations. Next, one must determine the levels at
those times of the year when fish will not run. That leaves
the "working" levels, which usually do not have a range
of more than 3 feet above and 1^ feet below the obstruc-
tion. The floor of the flume at the head and at the foot can
now be fixed at, say, 3 feet below for trout, etc.
THE BOTTOM STEP
The bottom step (which will consist of a traverse or cross
wall with a notch in it and a slide in the notch like the rest)
should be fully awash at "working" low water level below,
to make sure that fish can get over it easily. In the case
of a dam reached by the tide one may take half tide as
"working" low water. One would not put in a lot of steps
down to low tide level, because fish would not try to move
at low tide; but it would not do to let them in only at
high tide because they are apt to move for an hour or two
before or after that. And so, with the seasonal floods and
operational levels.
THE SCALE OF LEVELS
With the level of the lowest cross wall's top and its notch
so established, it is a simple matter to decide how many
steps are needed to reach the "working" high water level
above. Higher levels above are kept out by the control gate
and over-flow; and ior "working" low level above, the
orifices in the cross walls at the top provide adjustment.
The height of the steps is, within limits, determined by
the length of fishway there may be room for, or the amount
of money available; in other words, by the grade. For
salmon, 15 inches is not uncommon and 18 inches is some-
times used, but the author prefers 12 inches for salmon,
8 inches for trout and 6 inches for all other fish. With that
settled, one can set up a scale of the number of steps with
their water levels and a scale of feet beside it (see Fig. 3d) .
GRADE OF FLUME
Of course, the shorter the fishway the easier it is to find
a place for it and the cheaper it is to build. There is a pre-
vailing idea that one ought to be able to get fish up a 1 in 4
slope and one can do this with a Denil fishway if the height
to be surmounted is only 6 to 8 feet. The idea at the back
of the Cail, the Denil and all the many baffled flume types
is to so disturb the water that it must go slow. But all this
disturbance produces states of turbulence and aeration
which fish do not like, and, in extreme cases, cannot swim
in, possibly because they become "drunk" with too much
oxygen, and certainly because foam is not solid enough to
grip. As a consequence of all this, many fishways have been
failures and confidence in all types of fishways gets shaken
in many quarters. Given an invitingly contrived fish-
entrance, fish should be able to move up quickly without
undue struggle. The fact that a fresh salmon with a good
take off out of water 15 feet deep can jump 11 feet and bury
his nose in the head of a fall, and get over the crest, has
nothing whatever to do with fishway design. Gravid fish in
cold water from 2 feet to 4 feet deep cannot be expected
to do gymnastics. To get sure results with salmonoid fish,
the grade should not exceed 1 in 10. For a short fishway
for trout 1 in 8 will do at a pinch; but 1 in 12 is better than
1 in 10 for salmon, giving more length-room in the pools.
For non-salmonoid fish in general, a grade of not less than
1 in 12 is recommended. The small black sucker is the
gamest fish that swims and can move for quite a long time
against water running 15 feet per second. In such water a
salmon could only make a few yards and then fail. It follows
from the above that with steps 12 inches high the pools
would in general be from 10 to 12 feet long. In a fishway
for coarse fish with steps 6 inches high the pools should be
at least 6 feet long.
WIDTH AND DEPTH OF FLUME
The cost for length should never be pinched. Of course
the longer and wider and deeper the pools are, up to 8 by 16
ft. and 5 ft. deep, the better; but for wide deep pools the
costs mount up, especially in wood construction. A salmon
fishway flume need not be more than 5 feet wide with pools
3 feet deep at the upper end and 4 feet deep at the lower
end (average depth 3 ft. 6 in.). For trout, 3 ft. 6 in. of
width and 2 ft. 6 in. of average depth is quite sufficient.
NOTCH SLIDES
Mr. J. Rook (the English fishway designer) was probably
the first to introduce streamlined notches with slides in
place of mere square openings in the cross-walls. The slides
usually have a grade of 1 in 2. For salmon a 2 ft. wide
notch is advisable, as deep as the rise from pool to pool,
say 12 inches; for trout 1 ft. 6 in. by 8 in. will do. It will
thus be seen that the flow through a fishway need have a
sectional area of not more than two square feet for salmon
and about one square foot for trout. The pool and notch
HW.L
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PLAN
(b) Pools &
Steps
(d) Scale of Levels
CROSS SlC.ti
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^=s^r:__
LONG SECT?
(c) Fi su Entran cl . __-^r
STRONG CURREJslTJ^SS^pf
'n°i
flow
POOL 8< NOTCHED OVERFALL
FISHWAY DETAILS ETC.
Fig. 3 — Details, pool and notch overfall fishway.
THE ENGINEERING JOURNAL April, 1943
205
SECTIONAL ELEVATION
Concrete Fishway jbr Proposed Dam
ar J' Hyacinthe, Pa
Wl EL \Q%
GUARD WALL
TOP OF BAN h
m.
/i -
/i
/û
? L
1.
£/>
p ^m
2
3
y
s \
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Fig. 4 — Proposed fishway at St-Hyacinthe, Que.
overfall type of fishway thus requires less water than any
other type. Allowing for three months' operation in the
year this is a moderate consumption. Compensation for
leakage in the flume can readily be made by slightly nar-
rowing the lower notches in the case of a long fishway, so
as to keep all pools equally full (see Fig. 3b).
TURNING POOLS
When a fishway has to be over 100 feet long it should be
interrupted with a larger resting pool. In practice, fishways
of such length and over usually have to double back and
forth like flights of stairs from a landing. The turning pool
thus comes out from twice to three times the area of the
pools in the flights and serves as a resting place (Fig. 6).
This resting is not necessarily a matter of fatigue. A fish
will not charge up a set of steps in the eye of the sun; even
with the sun across the flight a fish may refuse the notches
on the sunny side. These turning pools count as steps; it
is well to make them a foot deeper than the outgoing flume
and to give each a drain plug. With weep-holes at the floor
in the cross walls of the flight above, each flight with its
turning pool below becomes a separate drainage unit.
A flight of seven steps works well between turning pools.
The number must be uneven so as to get the notches lead-
ing in and out of the turning pools at the ends of the broad
sides, not close together at the centres. This may be regarded
as the basic pattern for a long fishway, and a fishway may
be considered long if the rise is in the neighbourhood of 20 ft.
For a very long fishway, 70 ft. of rise, let us say, two or
three really big resting pools, with natural bottoms if pos-
sible, and capable of harbouring 40 or 50 salmon in comfort,
are desirable (see Fig. 4).
SHORE AND CENTRAL LOCATIONS
Most fishways occur on the shore at the side of a dam
and it is important that the river bed below the dam at its
other end should not be too inviting. There is some evidence
that salmon will work back and forth below a dam to find
a way up, if there is one; but this may take weeks and
expose them meantime to poachers. When a fishway is not
at the shore, a long crib with a hollow centre for the fishway
is necessary. This arrangement is useless if the crib extends
below the foot of the apron of the dam. The entrance to
the fishway should be at the foot of the apron or within it,
and the fishway with the cribwork on each side of it should
extend up into the pool above the dam. Fish may nose back
and forth below a dam to find an opening, but once they
get their noses to a dam apron they cannot be expected to
turn round or drop back to seek an opening lower down-
stream (see Fig. 5).
A fishway is converted into a fish-trap by the simple
processes of breaking out the lowest cross wall or blocking
the flow at the head. (Examples: at Windmill Dam, Riche-
lieu River; and Penman's Dam, Yamaska River). A fish-
way must therefore be securely enclosed with a lock-up
access gate and the stream below the fish entrance should
be strewn with concrete blocks with iron spikes in them
against netting. The Nova Scotia law prohibiting angling
within 100 feet of the foot of a dam or fishway has much
to be said for it. The angler may have a gaff, or else a spear
nearby.
E. Present Procedure and Improved Legislation
CONSTRUCTION DIFFICULTIES
When the fishway designer has produced a plan that
meets with the approval of the appropriate authorities in
the Department of Game and Fisheries, the plan goes to
the dam-owner. In the case of small owners the plans have
to be in pretty full detail, while in the case of large concerns
employing their own engineers the plans given omit struc-
tural details such as reinforcement of concrete or the framing
of supporting staging for wood construction. The designer,
if anything is to be achieved, must visit the site and explain
matters to the builder. Most fishways are in out-of-the-way
places and the construction foremen usually have no fishway
experience. Fishways are tricky things and very small errors
in construction disarrange the flow. The result when the
designer inspects the fishway on its alleged completion usu-
ally involves some rectifications, great or small. One present
difficulty is to provide inspection during construction. The
Quebec Streams Commission (with its engineers stationed
or moving about, as some of them do, all over the province)
could provide this service economically. Visits to the site
and inspections b}r an independent expert may easily, in
the case of a small fishway, cost quite as much as the con-
struction.
MAINTENANCE DIFFICULTIES
With our fishways of necessity mostly of wood construc-
tion, annual inspection and maintenance is essential. Flood
damage, or a leak from decay, not only tends to grow if
neglected, but usually puts a fishway out of commission at
once. Annual inspection and attention to see that repairs
are promptly made is costly. Here again the Streams Com-
mission could be of great service at far less cost than sending
the designer round all his fishways in the province. The
Department of Game and Fisheries, Quebec, has no engi-
neers or builders on its permanent staff.
When a fishway is completed instructions should be given
as to the flow desired and the annual dates between which
such flow should be maintained for the fish concerned. As
things are, these instructions get lost or the servant of the
dam-owner who knows about them gets moved. Thus a
fishway may waste a lot of water to no purpose. Both the
charge and management of fishways should be in the hands
of the fish and game wardens who are in touch with the
Departmental officials.
OWNERSHIP OF FISHWAYS
The present legislation could be greatly improved by
providing (1) that the dams must have a suitable site and
A MID-RIVER. FISHWAY FOR DAM 5,
LITTLE TRINITY RrvER, SAG. P Q.
Fig. 5 — Trinity River fishway, Dam No. 3.
206
April, 1943 THE ENGINEERING JOURNAL
opening for a fish way provided by the owner; and (2) that
the Department of Game and Fisheries would construct,
maintain and operate such fishways as it might consider
necessary. If this change were made the construction and
maintenance could very properly be handed over to the
Streams Commission while the operation would be in the
hands of the game wardens.
The conversion of a fishway into a fish-trap is a five-
minute job and this very prevalent offence would be less
practised if the fishways were Government property and
the game wardens had charge of them and responsibility
for their enclosures.
F. Storage and Hydro-Electric Dams
STORAGE DAMS
A very clear distinction must be made as between storage
dams and dams at which power is generated. In the first
case great areas are inundated, producing a pollution from
decaying vegetable matter which may take half a century
to pass away and the storage is usually for winter use and
derived from the spring flood which ceases to occur below
the dam and may be greatly reduced over the river below.
Thus the pond above a storage dam may be full all summer
and be all but empty in February ; and this "pond" may be a
lake 50 to 100 square miles in area. But, in some cases,
usually small affairs, the storage may be for summer use
of the water. Thus, if there is any question of a fishway in
connection with a storage dam, the flow in the river through-
out the year has to be taken into consideration.
If the dam in question is operated for lumbering in the
spring, a great many fish will wash out and the object of
the fishway may be the return of these fish to the waters
above. In that case the designer of the fishway is only con-
cerned with spring levels. Or, in the case of storage for
summer use there may be no spring wash out of fish but
there may be the autumn run to take into consideration.
Where a storage dam exists for winter use of the water,
there is apt to be a complete upset of the fish life above
and a fishway to facilitate the ascent of fish from below
may be quite useless. Mr. W. L. Calderwood, the Scottish
expert, in the January, 1942, number of the Salmon and
Trout Magazine, writes an illuminating article on the com-
pensating work involved in such cases. The principle ac-
cepted in Great Britain which he enunciates is a sound one.
In such a case no fishway is required, but whatever river
improvements works, such as opening up new spawning
streams, the construction of new spawning grounds, etc.,
will tend to maintain the stock of fish in the river system
in question, may be called for instead.
Fig. 6 — The English River fishway, 68 feet.
HYDRO-ELECTRIC POWER DAMS
In the case of a dam with a hydro-electric plant upon it,
the water levels above and below naturally vary very little,
being under control. The barrier is in most such cases long,
but the fish-holding water is usually immediately below the
power house in question. The best position for the fishway
is then likely to be a very difficult matter to arrange after
the power house is built and in operation. A case in point
may be cited at the Montreal Island Power Company's
plant. There a fishway leading from shallow quiet water,
and of the Cail type, has proved quite useless and the only
practical solution is a fishway through the structure, which
happens in this case to be possible.
LONG DAMS ON GREAT RIVERS
Very long dams on great rivers present many difficulties
Sites for fishways at the shore ends are preferable because
most fish in large rivers work upstream near the shore,
particularly sturgeon. But in such dams there is constant
adjustment of the great gates causing not only variations
in water levels, which are difficult enough to deal with, but
also sudden variations of terrific currents and the back
eddies they set up, so that fish at a given point may be
headed one way one day and in the opposite direction the
next. The problem of contriving suitable conditions outside
the fish entrance under these difficulties is outside the con-
trol of the designer. Fishways in a central position within
a double pier may offer the best solution in such cases, but
they would involve greater expense than shore-based
fishways.
DISCUSSION
Vernon E. Johnson1
Having some experience in the location of fish within the
province, I have no hesitation in approving the intent of
Mr. Nobbs' paper — that is to promote better and more
accessible sport fishing, commercial fishing for the moment
being a separate issue. The pulp and paper industry recog-
nizes the necessity of promoting better possibilities for sport
and pan fish, but it is necessary to determine whether or
not fishways are required. Where shall they be built ?
Who will pay the cost and who will look after their main-
tenance ?
It is quite certain that trout and salmon will, to some
extent, use fishways. Most of the logging and pulpwood
operations are confined to waters carrying these species.
However in some cases bass, pike, and doré inhabit the
driveable streams and lakes where logs or pulpwood are
handled. I have no convincing examples that these fish
will use fishways if provided. On the other hand, coarse
fish such as suckers will use a fishway more readily even
1 Manager. Woodlands, Canadian International Paper Company,
Montreal, Que.
than trout. Is it necessary that industry be burdened with
costs for such an uncertain result ?
I will not comment on the structural design of Mr. Nobb's
fishways, he is critical of a sample which I have — a model
of one that produces reasonable results.
Before we commit any one to legislation or expenditures,
it appears that continued study must be made to show
that fishways are required — first, in specific cases, then a
more general installation based on sound results.
There are three types of dams referred to:
1. Logging dams — usually of a temporary nature
though often maintained for periods up to ten or twenty
years.
2. Power dams — such as those on the Saguenay, St.
Maurice, or Gatineau.
3. Storage dams — administered and controlled by the
Quebec Streams Commission.
There is no doubt that fishways in logging dams can be
provided — but the majority of these dams are opened during
the summer and fall, or even during the spring driving
THE ENGINEERING JOURNAL April, 1943
207
period for the passing of logs, and therefore water levels
fluctuate rapidly.
In the case of large power dams such as those on the St.
Maurice or the Gatineau, it does not seem possible to con-
struct a fishway that would be economical or used by the
fish. When the gates are open a fishway could not be used
and the cost of building and maintenance would run into
a heavy expenditure. The storage dams are in much the
same class, except that they are closed for greater portions
of the year — more frequently opened in winter.
In any case, why does a fish want to get on the other
side of the dam ? If we want more fish above the dam per-
haps stocking with suitable species can answer the problem
in many cases at a greatly reduced expenditure.
There are exceptions where large quantities of fish accu-
mulate at the foot of dams — and are taken by fishermen
at will until depleted. There are cases where sport fishing
is ruined by power dams — such as the ouananiche at Lake
St. John. If this type of fishing is lost, we might have to
substitute red trout or land-locked salmon in the quiet
waters above the dam.
The industry feels that administration of the forest assets,
including fish and game, can best be handled by one
authority. If we do not co-operate it is easy to get an auto-
cratic rule which does not fit with the present field staffs
of the industry. There is, to-day, among forest operators a
more tolerant attitude toward sportsmen, for whom the
forest roads and camps now provide greater facilities of
access. We, however, must face the risk and danger of more
fires if more people are in the woods. We have shown to the
government our willingness to co-operate by using fire
rangers as game wardens. In some instances, the forest
industries have built up, protected and maintained both
good hunting and fishing within controlled areas. These
demonstrations show that similar results can be had in
other areas if properly studied and developed.
In some cases there has been a great increase in numbers
and size of fish where dams have been created, due to the
formation of more feeding and spawning grounds.
If it is demonstrated that fishways are necessary, industry
will readily co-operate in a plan for wider use of our national
assets. Water can be used for both fish and industry if
properly planned. There is no criticism of the suggestion
that the forest industries when building dams should pro-
vide a place for a fishway — but our present attitude is
that some other agency should pay the cost of fishway
construction and maintenance.
0. 0. Lefebvre, m.e.i.c.2
Dr. Lefebvre remarked that he was not entirely in agree-
ment with Mr. Nobbs as regards the injury to fish life
caused by large storage dams. In his experience there was
often an increase in fish in the waters above such dams,
and while in such cases to build a fishway would be a
waste of money, he questioned the necessity of the river
improvement works of which the author had spoken.
In regard to the water needed by a fishway, it must be
remembered that in addition to the water passing down
the fishway itself, a considerable additional flow had to
be provided to make a stream past the fishway entrance
so that the fish might find their way in. In the case of a
large fishway like the $5,000,000 installation at the Bonne-
ville dam on the Columbia River, in the United States,
which passes 25,000 fish per hour the total water needed
was some 6,500 cu. ft. per sec.
Dr. Lefebvre had in the past been somewhat averse to
fishways but his views had been modified by recent in-
formation. He now thought that more rivers in the province
— specially salmon rivers — should have fishways, par-
ticularly where natural obstacles now exist. '
2Vice-President, Quebec Streams Commission, Montreal, Que.
J. A. McCrory, m.e.i.c.3
Engineers in the province of Quebec are not antagonistic
to the provision of fishways in the dams with which they
are concerned, but it must be acknowledged that they have
been apathetic. One reason for this is the lack of agreement
on the part of the experts as to the design of fishways that
will be acceptable to the fish themselves. This is shown by
the large proportion of ineffective fishways in the total
number of fishways in the province as given in the tabula-
tion on page 202 of the Journal. Another reason is the prac-
tical difficulties that would be encountered in the provision
of acceptable fishways in the large structures with which
engineers are usually concerned. A third reason is that most
of these large structures have been located on rivers which
have never been frequented by valuable fish species. It is
possible that the reason for this condition is the existence
near the mouths of these rivers of impassable natural bar-
riers such as Shawinigan falls on the St. Maurice, the
tremendous series of falls and rapids in the short reach
of the Saguenay between Lake St. John and the mouth
of the Shipshaw, Montmorency falls on the Montmorency
river and the Seven falls on the Ste. Anne de Beaupré.
The provision of fishways in the large power and storage
dams, as Professor Nobbs has pointed out, would have
been an expensive and very difficult matter and the prob-
lematical benefits derived would hardly have justified the
expense. It seems to the writer that one of the most difficult
problems involved would be the arrangement of a workable
exit at the upper end of the fishway. The pond levels in
most of the large storage reservoirs vary considerably from
year to year and even in the case of many of our power
dams there is a large variation in the forebay levels brought
about by varying operating conditions.
Professor Nobbs has confined his discussion of the subject
to the consideration of timber crib dams of comparatively
low head. Most dams of this type in the province of Quebec
have been built for logging operations. When used for this
purpose the dams are opened and the ponds emptied shortly
after the spring flood to assist in flushing the winter's accu-
mulation of logs downstream. The dams then remain open
throughout the summer and fall. During the years when
logging is not carried on along the streams served by these
dams, their operation is sometimes taken over by the power
companies to augment the storage along the river. In this
case the cycle of operations is different, introducing an
entirely different fishway problem.
The amount of water required to operate the type of
fishway recommended by Professor Nobbs is given in the
paper as 5 cu. ft. per sec. This is the theoretical discharge
through a notch with free fall 12 in. deep by about 18 in.
wide. Over a period of three months, which is given as the
normal period during which fishways should be operated,
this discharge will amount to approximately 40 million cu.
ft., not a great amount. However, one company that I
know of operates 25 such dams ranging in head from 5 to
16 ft. If each of these dams were equipped with a fishway
operated for a period of three months the total discharge
would be considerable. As the period of operation of the
fishways would probably not coincide with the period during
which withdrawal from storage for production of power
would be required this water would be wasted. On the
St. Maurice alone this would amount to a loss in power
output of 7,000,000 kwh. or a reduction in capacity of
approximately 4,100 hp. When one applies the same reason-
ing to all of the river systems in the province which are
important for power production it would seem that some
more economical means of fish propagation might be devised.
Professor Nobbs points out that "the diminution of inland
fisheries of Quebec is due to three main causes (1) poaching,
(2) pollution, (3) obstructions." It would be interesting to
know which of these three is the most responsible for this
condition. So far as the fishing with which most of us are
3Vice-President and chief engineer, Shawinigan Engineering Com-
pany, Montreal, Que.
208
April, 1943 THE ENGINEERING JOURNAL
familiar, namely trout fishing, is concerned I am inclined
to believe that poaching is the villain in the piece. However
in the case of the commercially valuable species of fish,
the protection of which, after all, is the only consideration
on which any great expenditure for fishways can be justified,
it is possible that the other two causes may enter to a
greater extent.
M. V. Sauek, m.e.i.c.,4 and L. H. Burpee, m.e.i.c.5
Mr. Nobbs has done an excellent job in preparing this
paper on fishway problems, and it is our hope that it may
be the means of interesting many other people in this im-
portant subject. The following remarks deal with some
features of the fishway constructed at the Ile Juillet dam
in the St. Lawrence river, which Mr. Nobbs has referred
to and which is indicated on his Fig. 2(j). The Order-in-
Council approving the design of the dam stipulated that a
fishway must be provided, and Mr. Nobbs was appointed
by the provincial government to supervise the layout of
the fishway. It was built during 1940-41, and during the
past year a close record was kept of the operating results.
Through the co-operation of the Quebec Association for
the Protection of Fish and Game, the services of Dr. V. D.
Vladykov were made available for carrying out these
observations.
There is no doubt that on a large river it is difficult to
maintain suitable approach conditions for the fish below
the dam. In this case there are 14 large sluice gates and the
range of flows is such that there may be from two to ten
gates open throughout a normal season. The head at the
dam may vary from about 6 to 15 ft. with the consequent
variations in velocity. The fishway is located near the south
abutment of the dam, and in such a position that fish
working up against the current along the south shore are
most likely to find the entrance. Results proved that the
arrangement of open gates needed to be kept in mind for
the maintenance of proper currents.
Some of the results of Dr. Vladykov's observations are
as follows:
1. The season of migration of fish in the St. Lawrence
river extends for about four months from April to July
(inclusive).
2. The important species of fish found in this part of the
St. Lawrence river are sturgeon, maskinongé, doré, small-
mouth and rock bass, various kinds of suckers, and eels.
3. Only a very few doré passed through the fishway dur-
ing its first season of operation, but this is probably due to
the fact that it was not put into operation until the middle
of May, after the spawning season for doré.
4. Maskinongé and sturgeon were seen in considerable
numbers near the entrance to the fishway, but did not enter.
This may be due to inadequate size of opening (18 by 18
in.), or to insufficient flow of water to attract them.
5. The other fish passed up the fishway in large numbers,
about 33,000 having been counted last season, but even
this number appears to be a very small proportion of the
fish observed immediately below the dam looking for a way
to get up.
6. Light conditions played an important part in the way
the fish acted. Fish entered the well readily when the sun
shone down into the well, or at night when a light was ar-
ranged to shine towards the entrance door. Except for the
eels, they did not enter the well at night without the light,
and did not enter as readily in day-time until the sun was
well up. On the other hand, fish came out of the well into
the flume quickly when the flume was wholly or substan-
tially shaded, but would not come out into the flume when
it was all in sunshine.
7. With best light conditions and with suitable currents
to attract the fish to the entrance, as many as 300 fish en-
tered the well in 15 minutes.
In a general way it can be said, then, that this type of
4Hydraulic Engineer and General Superintendent of Generating
Stations, Montreal Light, Heat and Power Consolidated, Montreal, Que.
5Montreal Light, Heat and Power Consolidated, Montreal, Que.
fishway worked well from a mechanical and hydraulic point
of view. It was relatively inexpensive to build, but requires
a man to operate it for a four month's period each year. It
is operated with a very small amount of water, but that
feature is of little importance in the case of the St. Lawrence.
Various types of fish entered the well in large numbers and
passed easily through the flume. By the knowledge gained
in the first season of operation, it is expected that very
much larger numbers of fish can be passed up the fishway
in future years. The relative economic advantage of the
lock type over the stepped type increases with the height
of the dam.
In concluding these remarks about the Ile Juillet fishway,
we should like to say that the success of this particular
fishway is due to painstaking efforts of Mr. Nobbs in the
care with which he designed it, and in the great amount
of time which he gave to the experimental operation of it
during the past season.
The Author
Mr. Nobbs, in reply, remarked that in making a study
of fishway problems he had been animated quite as much
by the interests of the pot fishermen and the inland com-
mercial fishermen as by the sporting interest. He was a
little tired of hearing that no fishways should be built for
the commoner fish till we knew more about how to make
them. The only way to learn was by trial and failure and
Mr. Hocken's old fishway at St-Ours had been a success
for such fish till the head of the dam was raised subsequently.
Mr. McCrory had asked which did most damage to fish-
eries— poaching, obstructions or pollution ? On the whole,
pollution was our worst enemy of fish life because it affected
all kinds of fish where it occurred.
As to lumber dams in operation for ten years, fishways
were hardly to be considered, but such dams should be
opened up when done with. The crib work and apron usually
remained as an obstruction. The fishway policy should be
directed chiefly to the rivers where lumbering had now
ceased or would soon cease, and where permanent dams for
local industries had been established. Many rivers in this
category could be restored for salmon and many others
could be saved, or restored, as general fisheries for the good
of the local population, by the construction of fishways.
On those rivers, where lumbering is a thing of the past,
very few of the dams were for water storage with variable
levels, so the problem was usually simple — the lip of the
dam fixing the upper water levels.
R. N. Coke, m.e.i.c.6
In thanking the speaker, Mr. Coke observed that many
of the fishways, which under the existing law had in the
past been constructed in this province, were mere tokens
to comply with the law. No one had expected fish to use
them and the fish had not used them. He had been greatly
interested in seeing fish go up certain of the fishways re-
ferred to by Mr. Nobbs in his paper.
Bibliography
The bibliography of fishways runs to some 167 useful
works according to Mr. Paul Nemenyi and there are a con-
siderable number of others which one may regard as more
or less obsolete. The author has found the following very
short list of use :
1. Salmon Passes (No. I and No. II) by W. L. Calderwood,
Fishery Board for Scotland, 1926.
2. Fish Passes (The Buckland Lectures for 1937) by T. E.
Pryce-Tennatt. Edward Arnold & Co., London.
3. An Investigation of Fishways, by A. M. McLeod and
Paul Nemenyi, University of Iowa (Bulletin 24) 1939-40.
4. An Annotated Bibliography of Fishways, by PaulNemenyi,
University of Iowa (Bulletin 23), 1939-40.
5. Fish Pass Making (a review of the report of the Civil
Engineers' Committee) by W. L. Calderwood, The
Salmon and Trout Magazine No. 106, (Sept., 1942),
Fishmongers Hall, London.
6Vice chief engineer and general superintendent, Montreal Light,
Heat and Power Consolidated, Montreal, Que.
THE ENGINEERING JOURNAL April, 1943
209
HANDLING LARGE CAPACITY TRANSFORMERS
HERBERT L. WAGNER, m.e.i.c.
Assistant Engineer, Hydro-Electric Poiuer Commission of Ontario, Toronto, Ont.
During the past twenty-five years, electric power trans-
formers have greatly increased in capacity and weight. The
ultimate size of these transformers is, to a large extent,
controlled by the shipping facilities of the railway com-
panies. These companies have, concurrently with the
growth in individual transformer capacity, improved
their road beds, increased the carrying, capacity of
their rolling stock, and developed new centre-depressed
cars as shown in Fig. 2, with the result that in Canada
to-day, they are able to carry transformers having a shipping-
weight of 135 tons. Such transformers when in service with
their full equipment (including oil in place of the nitrogen
gas used in shipment) weigh in the neighbourhood of 200
tons. Transformers that have an ultimate weight much in
excess of this would have to be shipped in parts and assem-
bled at their destination.
Owing to the loss of capacity in the event of one of these
large transformer banks being out of service, it is necessary,
in case of failure, to resort to a speedier method of handling
than the slow and cumbersome method often employed in
moving smaller transformers. This applies particularly
where transformers may have to be shipped back to the
maker for repairs.
In moving smaller transformers, a method frequently
used is to lay timber tracks and move the transformer on
rollers. This method is neither practical nor sufficiently
expeditious for larger transformers, which are therefore
moved on their own wheels, the railway siding, where
possible, being extended to the transformer foundation,
permitting the transformer to be wheeled directly from the
railway car to its permanent position. Where it is impos-
sible to extend the siding to the transformer foundation, an
auxiliary track is installed, extending between the railway
siding and the foundation, the transformer being carried
over this track on a special transfer truck.
The accompanying series of photographs shows a heavy
transformer being received by the Hydro-Electric Power
Commission of Ontario at one of its transformer stations.
At this station an interesting problem presented itself. The
nature of the site is such that it not only prevents the
railway siding from being extended to the transformer
City ôtrett
ô^d 0
Transformers
/
0
6/ty 5ireet
Ffaili^aLj p/'ght of May-J
Cl
1
^
7?ailtvaç/ Sidïnej-^ Scale. 30 II' I inch-
Fig. 2 — Rail placed under wheels at one side of the transformer.
foundation, but the auxiliary track between the railway
siding and the foundation has a right-angle track intersec-
tion. To cope with this condition a transfer truck was
designed having two sets of wheels, one set for each direc-
tion of track.
To begin with, the body of the centre-depressed car is
raised to its unloaded height and supported on timbers.
This relieves the springs from the weight of the trans-
former, and prevents the body of the car from tilting as
the transformer is removed from the car. The method of
jacking up the transformer is such as to permit rails to be
placed under the transformer wheels.
Figure 2 shows a rail placed under the wheels on one side
of the transformer. The jacks are supported on steel beams
which transmit the weight of the transformer to the car
girders.
Figure 3 shows the transformer after it has been moved
on its own wheels from the car to the transfer truck.
Figure 4 shows the loaded transfer truck at the auxiliary
track intersection and in the process of being changed from
one track to the other. The position of one set of truck
wheels (consisting of four wheels) is fixed relative to the
frame of the truck. The other set of truck wheels can be
lowered, after raising the truck, to run on the right angle
track. The truck when travelling on the movable set of
wheels is therefore two inches higher than when travelling
on the fixed set of wheels, this difference in height permit-
ting the Mange of the fixed wheels to clear the railway track
when the transfer truck is moved from the intersection.
Fig. 1 — Diagram showing the site.
3 — Transformer on transfer truck.
210
April. 1913 THE ENGINEERING JOURNAL
Fig. 4 — Changing wheels on transformer truck.
Fig. 5 — Pulling transformer onto its foundation.
The movable wheels are each individually mounted in
separate frames. When these wheels are carrying load, their
frames are connected to the truck frame by means of two
pins. To raise a wheel (resulting in the lowering of the
truck), one pin is withdrawn, and the frame containing the
wheel is rotated about the remaining pin. The frame of each
movable wheel is equipped with a screw jack to facilitate
the raising and lowering of the wheel and to hold the
wheels in the raised position. To change from the fixed to
the movable wheels, the truck is jacked up, the movable
wheels are lowered, and their frames pinned. First one side
of the truck is jacked up and the wheels changed, then the
opposite side. In Fig. 4 the rear side of the truck has still
to be raised, and the wheels lowered. This can be detected
by examining the rear right hand wheel on the truck as
shown in the figure. (Note the angle of the wheel frame with
respect to the horizontal).
Figure 5 shows the transformer being moved from the
truck to its foundation.
In its permanent position, the transformer is supported
on steel stools which raise it so that the wheels clear the
rails by about one-eight of an inch. This precaution is taken
because it has been the experience of the Commission that,
when transformers remain stationary for long periods of
time on their wheels, the bearings seize, making it difficult to
put the transformers in motion when the occasion arises
to move them.
Abstracts of Current Literature
AN ARMY MARCHES ON ITS ENGINEERING
If Napoléon were taken to a modern battlefield he would
revise his famous dictum that an army marches on its
stomach. To-day it marches on the skill and ingenuity of
its engineers.
In peace-time, Britain was world-famous for the dura-
bility and meticulous accuracy of her engineering products.
She was therefore fortunate when war broke out in having
a pool of highly-trained technical men ready to hand.
They became instructors of eager and intelligent young
men who now form one of the vital elements in a mobile
and resourceful army.
It is a tradition in the Royal Engineers that nothing
can stop them. They will build a bridge in a matter of
minutes; not a flimsy structure capable only of carrying
troops but sturdy enough to take the heaviest equipment
used in modern warfare — tanks, big guns, tractors. They
will cut a road through ground that is broken by trenches
or shell holes in the time it takes to smoke a cigarette.
They will make raft ferries under fire capable of taking
line transport, such as anti-tank guns and tanks, across a
river. They will lay a minefield under the enemy's nose or
— most perilous job of all — crawl on their stomachs
through the enemy's minefields and discover and dig
up his mines.
Recently a new engineering corps has been added to the
British Army, or rather it is new only in name, for its
personnel were drawn from existing units; it is the corps
of Royal Electrical and Mechanical Engineers. These men
are the front line armourers of the army, a hospital service
for inanimate objects. The unofficial motto of the R.E.M.E.
is, "Anything that the Army can break we can mend."
Abstracts of articles appearing in
the current technical periodicals
The operations of this repair corps cover all the weapons
and equipment that an army carries. They will mend a
derelict tank or put a new leg on a messroom chair. They
A rush overhaul job on a big tank, in one of the largest
R.E.M.E. workshops.
THE ENGINEERING JOURNAL April, 1943
211
will instal guns on merchant ships or solder a leaking
saucepan. They will overhaul a typewriter or dig a tank
out of a shell hole.
The Engineers of the British Army have proved their
ingenuity in battlefields in three continents. Their skill in
improvisation helped materially to rob Hitler of a decisive
victory at Dunkerque. Their genius for overcoming obstacles
enabled the British Army in 1941 to travel 1,840 kilo-
metres through East African mountain, desert and jungle
in the record time of 50 days, with the resultant loss to
Mussolini of a vast empire and an army of half a million
men. It is the Engineers of the British Army who have
encased the shores of Britain in fortifications which Hitler
has not dared to assault. In the desert of North Africa,
engineers have dug wells and supplied a large British Army
with filtered and sterilized water. In Persia, British Army
Engineers have built and maintained new roads and rail-
ways, which are now carrying an ever increasing quantity
of war material to the Russian Army.
It must not-be thought that the Engineers can wield
nothing more lethal than a spanner. They are all trained
fighters. They can use a rifle as effectively as the ordinary
infantryman. They have had courses in unarmed combat.
They will, when necessary, leave the lathe to take part in
a bayonet charge, or cross a river by a bridge of their own
making and wipe out the hostile machine-gun nests that
tried in vain to stop the construction.
So important are the technicians in a modern army that
it is estimated that one man in every 12 in Britain's land
forces is a sapper. Wars are won nowadays by the brains
behind machines. In that particular form of brain capacity,
Britain has excelled for centuries.
THE ROLLS-ROYCE "MERLIN 61" SUPER-
CHARGED FIGHTER ENGINE
From The Engineer (London), December 18, 1942
Last week we accepted the invitation of Rolls-Royce,
Ltd., to inspect an example of the firm's new "Merlin 61"
supercharged aero-engine, which is being fitted by the
Royal Air Force to the improved "Spitfire" now operating
with Fighter Command. By using a double-stage super-
charger, with a water-cooled passage between the first and
second stages of the supercharger and a cooler between the
supercharger outlet and the induction pipe to the rear
cylinder, it is found possible with the new engine to de-
velop double the power output as compared with that of
the "Merlin III" the first engine to be fitted to the "Spit-
fire" fighters. When operating at a height of 40,000 ft., the
charge of air and fuel is now raised by the supercharger to
six times the pressure of the surrounding atmosphere.
Accompanying this article we reproduce a diagrammatic
drawing giving a section through the supercharger and
illustrating the arrangement of the cooling system.
Diagrammatic arrangement of supercharger.
Engine Particulars
Number of cylinders Twelve in two banks of six
Cylinder bore 5.40 in.
Piston stroke 6 . 00 in.
Compression ratio 6 . 0 to 1
Total capacity 1647 cubic inches, or 27 litres
Cooling medium Water under pressure, with 30 per cent
"Glycol"
Net weight of dry engine
(estimated) 1600 lb. plus 2% per cent
Reduction Gear
Type of gear Direct spur
Ratio 0.42 to 1
Direction of rotation. . . . Airscrew, right-hand; engine, left-hand
PROGRESS IN FIGHTER ENGINE DESIGN
It may be recalled that at the beginning of the war and
during the Battle of Britain every R.A.F. first-line fighter
aircraft was fitted with the Rolls-Royce "Merlin III"
engine, and the complete defeat of the Luftwaffe in August
and September, 1940, definitely established the technical
superiority of British machines. The superiority was not
obtained bjr chance, but every move of the enemy had been
anticipated and a definite counter-move Avorked out. Early
in the war, German aircraft resorted to low-flying tactics,
and in order to counter this, Rolls-Royce immediately in-
creased the sea-level power of the "Merlin" engine by 40
per cent by raising the supercharger pressure. This move so
improved the performance of the "Spitfire" at low altitude
that German aircraft were forced to fly higher, and through-
out the Battle of Britain there was a noticeable tendency
for the German "ME. 109's" to go higher and higher into
the substratosphere, in order to try to escape from our
fighters. It seemed at this stage that the German aircraft
had an advantage owing to their smaller dimensions and
lighter weight, but fortunately Rolls-Royce had ready for
production a new supercharger, giving more power at high
altitudes, and were able to introduce the "Merlin 45" and
"Merlin XX" engines into the "Spitfire" and "Hurricane"
classes of fighter, respectively, thereby enabling our fighters
to maintain their superiority.
These increases in engine power output were achieved
without any radical change to the aircraft, and the flow of
fighters from our factories was not affected in the slightest
by the modifications made. A continuous supply of im-
proved fighters to the R.A.F. was maintained, as the basic
engine remained unaltered, excepting that new super-
charger had to be manufactured in large quantities. The
war demands that the performance of all types of military
aircraft, and particularly that of fighter aircraft, shall con-
tinually improve. Ranking above the need for more and
more aircraft of all types is the over-riding necessity that
our aircraft shall have technical superiority over those of
the enemy. It soon became apparent that in the "Spitfire"
we had a supreme aircraft from the aerodynamic and mili-
tary points of view, and all that was required to keep this
machine on the top of the list was a steady improvement in
the performance of the "Merlin" engine with which it was
fitted. An advantage to the R.A.F. was that any improve-
ment thus obtained could be immediately applied to exist-
ing aircraft and could be put into service with the minimum
of time. With these facts in mind, Rolls-Royce, Ltd., has
continually striven to increase the power output of the
"Merlin" engine by improvement to the supercharger and
carburetor, a logical development being the "Merlin 61,"
with two-stage supercharger ami cooler.
The advantages of the system may be effectively re-
viewed by comparing the aero-engines which power the
various first-line aircraft to the nations engaged in the war.
German engines, without exception, are fitted with a
single-stage supercharger, designed to maintain ground
level pressure in the engine induction system up to a height
of 20,000 ft,
Rolls-Royce engines, equipped with a single-stage super-
212
April, 1943 THE ENGINEERING JOURNAL
chargers designed to maintain the same pressure up to
30,000 ft., and with supercharger rotors running at speeds
up to 28,000 ft., have been made, and the increase in alti-
tude thereby gained has been the main means of our achiev-
ing technical superiority so far. Certain American engines
are equipped with turbo-superchargers, which also maintain
sea-level pressure up to 30,000 ft. Although this system is
excellent when applied to bomber aircraft, there are, how-
ever, technical reasons which make it less suitable for
fighter aircraft. Finally, the two-stage supercharger main-
tains the desired pressure up to 40,000 ft., and stands out
above all others as the most successful means of obtaining
high power and high altitudes. At 40,000 ft. the charge is
compressed to a pressure of six times the surrounding
atmospheric pressure, the power of the original "Merlin
III" engine being doubled, while at a height of 20,000 ft.
the output of the new engine is 50 per cent larger than that
of the original "Merlin III."
SUPERCHARGER DESIGN AND ARRANGEMENT
It will be seen from the accompanying drawing that the
two-speed, two-stage supercharger has two rotors mounted
on a common shaft, the arrangement being two super-
chargers in series. The mixture of air and petrol drawn
through the carburetter is compressed by the first-stage
supercharger, and it then passes through a cooled passage
to the inlet of the second-stage supercharger, in which its
pressure is again raised. After passing through a cooler,
which is supplied from an air-cooled radiator, the mixture
is delivered to the main induction pipe, which feeds the
twelve cylinders, grouped in vee formation in two banks of
six. The cooling of the mixture as it is delivered from the
outlet of the second stage is effected in the square, box-like
structure containing the cooler elements, which is mounted
between the rear of the cylinder blocks and the super-
charger casing. As previously mentioned, in addition to the
main cooler there is a water-jacketed passage between the
two-supercharger stages, which contributes to the cooling
of the charge. The supercharger cooling system is entirely
separate from that of the engine, and the radiator for cool-
ing the circulating fluid and dissipating the heat abstracted
from the compressed charge can be placed in any convenient
position in the aircraft.
In the "Spitfire" it is mounted under the wing of the
machine in a duct which also contains one of the main
engine cooling radiators. The other engine cooling radiator
is placed in a similar position on the opposite wing, and
alongside it is arranged the engine oil cooler. An advantage
of the liquid cooling system is that it can be made con-
siderably smaller than if the heat exchange was made direct
with the atmosphere. By this means a short induction
system is retained, the space taken up being small, while
the view of the pilot is unimpaired.
The results obtained from the improved "Spitfire"
powered with the new engine we have described have, we
learn, more than fulfilled the hopes and expectations of all
who have helped in the work. Every aspect of this wonder-
ful fighter aircraft has been tremendously improved by the
introduction of the "Merlin 61." This outstanding develop-
ment of an already fine engine should do much to counter-
act the tendency there is in this country to belittle the
qualities of our military equipment and to exaggerate the
good points of our adversaries' equipment. The completion
and entry into service of the "Merlin 61" is a proof, if such
were needed, that we are in no way lagging behind either
in the matter of technical development or in the speed with
which new ideas are put into service. The advent of the
new "Focke-Wulf 190" on the battle front, with its 1600
H.P. air-cooled supercharged engine caused some un-
informed persons to believe that the Germans had stolen
a march on us in the high-performance fighter class of air-
craft, but, as enemy fighter losses continually show, the
improved "Spitfire" with its new "Merlin 61" engine was
there to surpass it.
SCIENCE STUDIES RUBBER SOURCES
From Scientific American, February, 1943
And so, in the war emergency, it was finally decided to
turn to synthetic rubber as the nation's best bet — at least
for the short-time pull — and most of us agreed that it was
a practical solution.
And the daily tumult died away, when those who had
sincerely believed that certain vegetable, or plant sources
of emergency rubber were the best bet, found that they
had not won, and got behind the synthetic plan that was
adopted and helped push. Whereupon, the old argument
slid off the front pages of the newspapers.
No one should run away with the idea, however, that we
have heard the last about rubber from plant sources. Quietly
it is receiving most careful attention. As soon as the de-
cision to go for synthetic rubber for the immediate need
was made, it became possible for a large corps of scientists
and technologists to begin a study of plant sources of rubber,
unhampered by urgencies and other expediencies. Thus we
shall hear from time to time of the quiet, calm research
that is proceeding.
Goodrich, for example, is specializing in the careful study
of three rubber-producing plants that seem at present to
look best to its scientists — the well-known goldenrod, the
Russian dandelion, called kok-sagyz (pronounced, according
to the Russian- American Chamber of Commerce, "kuk
sag-iz"), and a twining vine heretofore little publicized,
called Cryptostegia. This is a perennial which grows wild
in Mexico (but has no relation to guayule, which also grows
wild in Mexico) and contains rubber latex in all its parts.
The tips can be harvested 30 times a year. We may hear
more of these hopes.
Then, if ways can be found to handle this weed, it is
believed that the same ways will enable us to handle others
that grow wild in every fence corner — dandelions, dogbanes,
wild lettuce, and others — all of which yield some rubber.
On common fence-corner plants, the New York State
College of Agriculture, at Cornell University, has been doing
outstanding research, between 1,500 and 2,000 species hav-
ing already been tested there. A method of testing a given
plant or weed in five minutes was developed. A thin section
of leaf, stem, or root is cut by means of a razor, placed on a
microscope slide, stained with a dye dissolved in solvents,
and examined. The stain renders rubber and accompanying
resins visible. If the test gives promise, the plant is later
analyzed quantitatively in the laboratory. (A very crude,
though simple, field test is to rub out a leaf between the
fingers. If the milky latex coagulates into a cohesive ball,
there probably is some rubber in the plant. How much
rubber is, of course, the next question.) Cornell also grew
the Russian kok-sagyz last summer and gained a better
production than the average Russian yield, but this plant
remains on the doubtful list.
So ineluctable are the basics of economic law that, when
the war is over, our permanent source of rubber will be
the one which can produce it most cheaply — unless, of
course, some artificial obstruction is permitted to interfere
with the pure logic of economic law. If synthetic rubber
from petroleum, or limestone, or other source; or, if syn-
thetic rubber from one weed, or plant, or another; or if
even the old Hevea rubber tree, proves to be one cent or
even one mill per pound less expensive, then that will be
our future rubber source.
It has been said, for example, and rightly, that in normal
times the rubber industry would have had to buy its planta-
tion rubber from the opposite side of this planet, even if
the suburbs of Akron, Ohio, had been a forest of rubber
trees — the decisive factor would have been labour costs.
In the meantime, while we let the facts decide on our
future source of rubber, the rubber chemists who are now
holding the fort with their work on synthetic deserve the
nation's thanks. There is pretty solid ground for the asser-
tion that they are right now saving our future skins. — A.G.I.
THE ENGINEERING JOURNAL April, 1943
213
From Month to Month
THE STATUS OF PROFESSIONAL PERSONNEL
IN THE SERVICES
Discrimination shown in the treatment of persons of equal
attainment and status has long been a criticism aimed at
the armed forces. Examples exist in great numbers, par-
ticularly where the various engineering services are con-
cerned. This discrimination includes rank, special pay,
authority and competence. For example, in one service a
medical doctor right out of college with no more experience
than his internship or a dentist direct from college, receives
$7.50 per day whereas, under similar circumstances, an en-
gineer with equivalent training and experience receives $4.25
per day. The doctor gets a rank higher than the engineer
plus $1.50 per day as professional pay, thus building up
the $3.25 advantage he holds over his professional brother.
Shortly after the beginning of the war, the Institute
approached the Department of National Defence to see if
something could be done about this, but after an elapse of
one year and two months a reply was received to the effect
that "this matter has been considered by the Military
Members of Defence Council and the conclusion arrived
at was that no action can be taken to increase the pay of
Engineer Officers." Other considerations besides pay were
included in the Institute's brief but pay was the only one
upon which any answer was received.
Complaints of the same discriminations and in some in-
stances of an elaboration of them, continue to come to the
Institute, both from members and non-members. Conse-
quently, Council has set up a committee, as announced in
the March Journal, to investigate the various situations,
and to recommend any action that should be taken in an
endeavour to eliminate these anomalies.
Persons should not dismiss this complaint with the simple
thought that now is not the time to worry an already over-
worried and overworked administration. It is not just a
matter of fair treatment for the engineers. It goes much
farther because these discriminations are having a serious
effect on enlistment in the engineering services. It was
reported to the writer that recently in one month out of
approximately twelve hundred candidates for commissions,
many of them engineers, only three offered for ordnance
mechanical engineers, while, at the same time, there was a
need for two hundred and fifty in that service.
In none of the fields in which the engineers are complain-
ing is the solution easy to find. Inquiries reveal many com-
plicated and involved situations that have been built up
over long years of use and custom. It will not be easy to
adjust or correct conditions, but the committee hopes to
assemble the facts and present them clearly and emphatic-
ally in the belief that a clear understanding will lead eventu-
ally— if not now — to a more equitable treatment of the
engineer.
The terms of reference for the new committee and certain
other information from the minutes of the first meeting
are reproduced herewith. It is proposed to keep the mem-
bership of the Institute informed of the committee's work
and progress as events transpire.
Terms of Reference
(a) Consideration of rank given engineers on enlistment
as compared to that given other professions.
(b) Consideration of professional allowance as given to
other professions.
(c) Consideration of the status of officers on the Stores side
of the Ordnance Corps, as compared to officers on the
Engineering side. This would involve the- question of pro-
motions and authorities.
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
(d) Consideration of the frequent appointment of non-
technical persons to technical positions.
(e) Study and recommendations as to the advisability of
the Canadian Corps following the British Army procedure
in establishing the Royal Electrical and Mechanical Engi-
neers (R.E.M.E.) to replace the engineering branch of the
Ordnance Corps.
After proper information has been gathered and conclu-
sions reached, the committee is to recommend to Council
the procedure which it believes should be taken.
PRESIDENT'S VISIT TO THE MARITIMES
President Cameron is planning to visit the branches of
the Institute in the maritime provinces, in April. A regional
meeting of the Council will be held in Saint John, N.B.,
on Saturday, April 17th, at the Admiral Beatty Hotel, at
10 a.m.
The custom of inviting past councillors and other past
officers of the Institute to attend such meetings has been
continued, as their knowledge of local affairs is of great
assistance to Council.
The president will be accompanied on his tour by the
general secretary and, it is expected, by officers of other
branches. Members from all parts of the country who may
find themselves on the route of the presidential party will
be welcome at branch meetings. The itinerary follows :
Montreal Lv. 7.30 p.m. Tuesday Apr. 13 C.N.R.
Moncton Arr. 3.15 p.m. Wednesday Apr. 14 C.N.R.
Meeting with Moncton Branch, Wednes-
day Evening.
Moncton Lv. 4.45 a.m. Thursday Apr. 15 C.N.R.
Saint John Arr. 8.40 a.m. Thursday Apr. 15 C.N.R.
Thursday — Visit to University of New
Brunswick, at Fredericton.
Friday evening — April 16th — Meeting
with Branch.
Saturday— April 17th— 10.00 a.m. Meet-
ing of Council, Admiral Beatty Hotel.
Saint John Lv. 11.10 a.m. Sunday Apr. 18 C.N.R.
Halifax Arr. 9.40 p.m. Sunday Apr. 18 C.N.R.
Monday evening — April 19th — Meeting
with Branch.
Monday or Tuesday — Visit to Nova
Scotia Technical College.
Halifax Lv. 7.50 p.m. Tuesday Apr. 20 C.N.R.
Sydney Arr. 9.30 a.m. Wednesday Apr. 21 C.N.R.
Wednesday evening — Meeting with the
Branch.
Sydney Lv. 7.15 a.m. Thursday Apr. 22 C.N.R.
Truro Arr. 4.40 p.m. Thursday Apr. 22 C.N.R.
Truro Lv. 5.35 p.m. Thursday Apr. 22 C.N.R.
Montreal Arr. 7.30 p.m. Friday Apr. 23 C.N.R,
214
April, 1943 THE ENGINEERING JOURNAL
TWENTY-FIFTH ANNIVERSARY
The May number of The Engineering Journal will mark
the twenty-fifth anniversary of the first appearance of this
publication. Although the Institute was founded in 1887,
the publications up to 1918 consisted of proceedings and
transactions. In view of war conditions, it is not proposed
to make any great celebration of this event, but it is felt
that it should not pass unnoticed.
The anniversary number will include a series of short
articles dealing with the history of various industries in
which engineers are concerned, over this period of twenty-
five years. It will also contain communications from promi-
nent members of thé Institute and from sister societies. An
interesting feature will be extracts from the original number
of the Journal, and comparisons of Institute activities at
that time with the present.
Examination of the original number indicates that the
first editor, Fraser S. Keith, had a splendid conception of
the possibilities of such a publication. It is a compliment
to him, and must afford him considerable satisfaction to
see that so much of the spirit and form of the original
publication has been retained until the present day.
The history of the Journal indicates the usefulness of a
monthly organ for the Institute. For twenty-five years it
has presented to a professional audience the best papers on
current engineering and scientific topics, and has distributed
between branches the news of activities of all branches
from coast to coast. Twenty-five years of this type of service
is something of which to be proud. The May number will
emphasize this fact to all readers.
SUSPENSION BRIDGES UNDER INVESTIGATION
After the failure of the Tacoma bridge the need for a
comprehensive investigation of the design of long-span
suspension bridges, particularly with respect to the effects
of aerodynamic forces, was apparent. A group of engineers
in the United States, concerned with this problem, ap-
proached the Public Roads Administration with the
suggestion that a programme of investigation be initiated
by the Administration.
This proposal was accepted, and representatives of
interested organizations were invited to serve on a com-
mittee known as the Advisory Committee on the Investiga-
tion of Long-Span Suspension Bridges. The work of this
group is to prepare a comprehensive programme of investi-
gation work that may be undertaken.
The Engineering Institute has been invited to participate,
and at the March meeting of Council Mr. P. L. Pratley,
who was recommended by the Administration, was ap-
pointed as the Institute's representative on the Advisory
Committee.
Other organizations represented include —
Agricultural and Mechanical College of Texas.
American Association of State Highway Officials.
American Institute of Steel Construction.
American Society of Civil Engineers.
California Institute of Technology.
Highway Research Board.
John A. Roebling's Sons Company.
National Bureau of Standards.
Mackinac Straits Bridge Authority.
Port of New York Authority.
Public Roads Administration.
Princeton University.
San Francisco-Oakland Bay Bridge Division.
Triborough Bridge Authority.
Washington Toll Bridge Authority.
Yale University.
Golden Gate Bridge and Highway District.
Those members of the Institute whose activities are along
structural lines, will be particularly interested in this work.
The Journal hopes to present from time to time to all
members, news of the findings of this committee.
WARTIME BUREAU OF TECHNICAL PERSONNEL
From a recent report prepared by the Bureau some
interesting figures have been made available. The Bureau
has completed two years of service, and the report shows
the importance of its work. It is difficult to give in figures
anything like a real picture of what has been accomplished,
but to anyone who has had experience in professional per-
sonnel work the following statistics will tell a story. For
instance "known placements" will be well below actual
placements, because most people have not reported back
to the Bureau. If this figure was added the number of per-
sons who on advice of the Bureau decided not to change
position, the total would be very high.
The portion of the tabulation reproduced here covers
only the ten months between April, 1942, and January,
1943. The year preceding this was given over largely to
organizing, circulating questionnaires, tabulating, classify-
ing, preparation of legislation, and so on.
Inquiries received for personnel 907
Known Placements — Civilian 781
Active Service 113
894
Permits issued 3,327
Interviews 8,821
Records of technical personnel referred to employers. 6,919
Questionnaires (blank) sent to technical personnel.. .11,498
Questionnaires (completed) received 12,048
Total of questionnaires on file from technical per-
sonnel 27,000
BROADCASTS ON POST-WAR PROBLEMS
Members will be interested to know that the chairman
of the Institute Committee on Post-War Problems, Warren
C. Miller, city engineer of St. Thomas, Ontario, has been
selected as one of a group of advisers to the Canadian
Broadcasting Corporation, in relationship to a series of
broadcasts being given under the title, "Of Things to Come
— Inquiry on the Post-War World."
These broadcasts can be heard on Sunday afternoons
from 5.03 to 5.30 p.m., and are in the form of round-table
discussions.
If any members have suggestions to make, Mr. Miller
will be glad to have them sent direct to him. These might
take the form of suggested topics for discussion or names
of persons who might be invited to participate.
MEETING OF E.C.P.D. COMMITTEE
One of the most active branches of the Engineers' Council
for Professional Development is its Committee on Profes-
sional Training, whose function is "to develop plans for
the further personal and professional development of young-
engineering graduates and also those without formal scho-
lastic training."
This committee follows the practice of holding meetings
every second month, the last one being convened on the
evening of February 25 at AIEE Headquarters in the
Engineering Societies Building, New York City. Members
of both senior and junior committees attended, the seniors
under the chairmanship of Everett S. Lee, AIEE, and the
juniors under F. J. Van Antwerpen, AIChE. One of the
EIC representatives on the junior committee, Mr. J. W.
Brooks, jr. e. i.e., of Niagara Falls, was present.
The first item of business concerned the Reading List
for Junior Engineers, compiled by ECPD for the guidance
of young graduates. The list includes books on natural
science, economics and sociology, history, fine arts, and
religion and philosophy. As later events proved, the religion
and philosophy section contained a few texts which some
of the Roman Catholic universities found objectionable,
and these institutions proposed substitute books.
The matter had been referred to the junior committee,
and Mr. Van Antwerpen presented several recommenda-
tions from his committee. After considerable discussion, it
was decided that the junior committee would handle the
THE ENGINEERING JOURNAL April, 1943
215
problem under the heading "The Evaluation of Reading-
Material." In other words, one of the tasks of the junior
committee is to keep in close touch with the reading list
at all times, revising it from time to time as required to
maintain it at the optimum of usefulness.
The next item involved the proposed Manual for Junior
Engineers. Perhaps listing the tentative chapter headings
is the best way of illustrating the proposed scope of the
booklet :
1. Heritage of the Engineer.
2. Engineering Student.
3. Engineering Graduate.
4. Engineer in his Practice.
5. Engineer in Continued Education.
6. Engineer in Civic Affairs.
7. Engineer in his Professional Society Life.
8. Engineer and his License.
9. Detours.
10. Engineer and the Second Mile.
After a general discussion on the manual as to length,
cost, and possible authors, the meeting was adjourned.
THE JAMES WATT INTERNATIONAL MEDAL
It will be remembered that this medal is awarded every
two years by the Institution of Mechanical Engineers
(Great Britain) to some one who has won distinction in
mechanical engineering ; a large number of national technical
societies are asked to suggest names, and these suggestions
are given consideration by the Institution.
A. G. M. Michell, F.R.S.
The most recent award of this, the highest honour in
the gift of the Institution, was made to Anthony George
Maldon Michell, F.R.S. , of Melbourne, Australia, a choice
which had the support of the Institution of Engineers,
Australia, as well as of The Engineering Institute of Canada
and of the South African Institution of Engineers. A formal
presentation ceremony took place in London, on January
22nd, at which The Engineering Institute was represented
by Major General C. S. L. Hertzberg, Chief Engineer of
the First Canadian Army, in place of General McNaughton
who was unavoidably absent.
Unfortunately Mr. Michell could not be present, but to
make up for this, the B.B.C. arranged for a broadcast,
beamed to Australia, so that he could at least listen to the
proceedings. The citation was delivered by Professor Andrew
Robertson. In the absence of Mr. Michell, the medal was
handed by the president of the Institution to the Rt. Hon.
S. M. Bruce, P.C., C.H., High Commissioner for the Com-
monwealth of Australia, who accepted it on behalf of Mr.
Michell, and expressed the gratitude of the Institution of
Engineers, Australia, and the engineering profession of that
commonwealth, for the mark of high distinction which had
thus been conferred on one of their members.
In his citation, Dr. Robertson sketched the career of
the recipient of the medal, mentioning that after his early
education in England, Mr. Michell returned to Australia
and graduated with distinction at the University of Mel-
bourne, where his elder brother John later became professor
of mathematics. After various engagements as surveyor and
assistant engineer, Anthony entered a firm specializing in
hydraulic engineering, and with his partner, invented and
developed a successful regenerative centrifugal pump. In
1903 he commenced consulting practice on his own account,
dealing mainly with power plant and hydro-electric instal-
lations. Turning his attention to the theory of lubrication,
in 1905 he published a paper for which he became justly
famous. It dealt with an important development of the
classical researches of Beauchamp Tower and Osborne
Reynolds on the phenomena of lubrication in terms of the
theory of the viscous flow of liquids. Starting from the fact
that relatively moving parts whose surfaces are fully lubri-
cated are separated by a film of lubricant which is not of
uniform thickness, Michell investigated the case of an in-
clined rectangular sliding surface of finite size and succeeded
in evaluating the leakage at the sides, a feature which had
not been dealt with previously.
Having solved this mathematical problem, Michell in-
vented the tilting pad for use as a rubbing surface, thus
providing a bearing surface which could adjust itself auto-
matically to the inclination appropriate to the load and
speed. When applied to thrust blocks — formerly the most
troublesome kind of bearings to operate and maintain —
this idea proved to be a great practical advance. In fact,
the success of the Michell bearing has had a marked effect
on the design and development of all high speed bearings,
including journal bearings for certain duties, particularly
in marine steam turbines and other modern high speed
machinery. In 1917 he began the development of a crankless
engine, which has had considerable success.
His inventive genius and his mathematical achievements
earned for him the unusual honour of being elected a Fellow
of the Royal Society in the same year, 1934, as that in
which his name was proposed.
Notwithstanding his celebrity, Michell is a man of re-
tiring nature who finds his chief recreation in the pursuits
of country life.
FOURTH VICTORY LOAN
A billion dollars used to be a lot of money, but within
one's mind, if not within one's pocket, great changes have
taken place. Large figures have ceased to awe us, even when
they represent the national debt in which we are prime
participators, but we must not be blasés about the Fourth
Victory Loan which has slightly over a billion dollars as
its objective.
To collect this amount of money by voluntary methods is
a colossal task. One of the drawbacks of a democratic form
of government is the privilege it gives us of being as
inefficient, thoughtless and selfish as we wish. Theoretically
one would think that all a free government would need to
do to raise money necessary to the national welfare would
be to announce that the money was needed. Free citizens —
theoretically — would walk up to the altar of their temporary
sacrifice and make their maximum contribution (at 3%
interest).
But it does not work that way. Instead, an army of thirty
thousand workers has to be assembled and trained for the
sole purpose of approaching the free citizen and urging upon
him that he should invest a small part of his income or
savings in the cause of protecting not only the income and
savings themselves, but his very life, his property, and his
civilization.
Doubtless human nature will not change in time to help
with this emergency and therefore we must be ready fo
the Victory Loan canvasser when he calls. Let us appreciate
the size and seriousness of his task and give him our support
quickly and gladly. Let us pull together enthusiastically
that we may continue to live freely.
216
April, 1943 THE ENGINEERING JOURNAL
The Fourth Victory Loan opens April twenty-sixth. It
is planned to raise over five hundred millions from private
subscribers which, based on previous statistics, indicates that
thousands of new subscribers will have to be found, and old
subscribers will not only have to repeat but will be required
to amplify their effort.
The War Finance Publicity Committee has circulated
some figures on the costs of war equipment. Many of them
are reproduced herewith. It is interesting to see just what
your subscription will buy, as well as some of the reasons
why war is so expensive.
Miscellaneous
303 rifle and machine gun ammunition
Steel helmet
Hospital bed
Tank periscope
Sighting telescope
Silk or nylon parachute
Anti-aircraft searchlight
Protective gas mask
Haversack
No. 4 rifle and bayonet
Soldier's water bottle
Soldier's clasp knife
Soldier's emergency medical kit
Complete personal kit for one soldier, including clothing
rifle and bayonet, anti-gas equipment, etc
3 Scents
2.50
35.00
250.00
125.00
225.00
18,000.00
7.75
2.05
65.00
.60
1.05
.80
200.00
12,000.00
30,000.00
50,000.00
75,000.00
40,000.00
Fighter. . . 35,000.00 to 50,000.00
Dive bomber 50,000.00 to 75,000.00
Amphibian patrol bomber 200,000.00
Four-engined long range bomber 400,00 to 500,000.00
Ammunition
25-pdr. shell
40-mm. A. A. shell
3.7" A.A. shell
4" naval shell
4 . 5" Howitzer shell
Aircraft — (Complete)
Elementary trainer
Single-engined advanced trainer
Twin-engined advanced trainer
Bombing and gunnery trainer .
Single-engined transport .
Army guns
25-pounder (complete)
40mm. Bofors (complete)
3.7" A.A
2-pounder tank
2-pounder anti-tank with carriage
6-pounder tank
6-pounder anti-tank with carriage
Small arms
(Complete fighting equipment with accessories and
spares) .
Sten sub-machine carbine
Bren gun
Browning aircraft
Automotive Equipment-
Reconnaissance car
Armoured car
Scout car
Field artillery tractor
Field ambulance
Workshop lorry
Universal carrier
Derrick truck
Dental lorry
Crash tender
Compressor trailer
Snowmobile
Snow fighter
-(Complete units)
Ships
10,000-ton cargo
Corvette
Minesweeper
Wooden minesweeper . .
Trawler
Fairmile patrol boat
Motor torpedo boat . . . .
Whaler
Collapsible assault boat .
Ram tank (30 tons)
2" trench mortar bomb .
500-pd. aerial bomb. . . .
Depth charge
Anti-tank mine
Hand grenade
13.00
6.00
22.00
30.00
20.00
30,000.00
30,000.00
50,000.00
1,200.00
4,000.00
2,500.00
5,500.00
40.00
375.00
250.00
6,000.00
12,000.00
4,000.00
3,000.00
3,500.00
7,500.00
3,000.00
3,000.00
4,000.00
6,500.00
7,500.00
5,000.00
25,000.00
1,750,000.00
950,000.00
700,000.00
175,000.00
500,000.00
125,000.00
200,000.00
1,350.00
225.00
90,000.00
2.00
50.00
90.00
5.00
2.00
Navy guns
12-pounder 3,500.00
12-pounder mounting 5,000.00
4" 20,000.00
4" single mounting 25,000.00
4" twin mounting 50,000.00
2-pounder 4,000.00
2-pounder single mtg 7,500.00
2-pounder multiple mounting 50,000.00
2" trench mortar 175.00
2" bomb thrower 125.00
3" trench mortar 563.00
4" smoke discharger 40.00
ENGINEERING GRADUATE APPOINTED
TO BENCH
Members of the engineering profession are naturally
highly pleased at the appointment of Robert Everett
Laidlaw, K.C., an honour graduate in civil engineering,
of the University of Toronto, of the class of 1915, as a
Judge of the Appellate Division of the Supreme Court of
Ontario. So far as is known, this is the highest judicial
appointment that a graduate engineer has ever received in
Canada.
Mr. Justice Laidlaw was born at Durham, Ontario, in
1892 and received his early schooling at the Durham Public
School and the Owen Sound Collegiate. Following gradua-
tion in engineering he was employed for a time on railway
valuation. Out of this work, which lay on the borderline
between engineering and law, he developed an interest in
the law which was so consuming that he abandoned a re-
munerative position to enter Osgoode Hall and to serve
under articles at a small fraction of the salary that he had
previously enjoyed.
His course at Osgoode Hall was one of distinction. In
the first and second years he won cash prizes given by the
Law Society of Upper Canada and in his third year he
received the Silver Medal and the Christopher Robinson
Memorial Scholarship. In addition, he won the gold medal
for public speaking.
Called to the Bar in 1919, he became associated with the
prominent legal firm of McCarthy & McCarthy and during
that association was entrusted with many important legal
tasks. For example, he was Crown counsel in the investi-
gation of the disastrous Haileybury fire, which had involved
a loss of approximately $6,000,000.
In 1923, he joined the legal staff of the Central Region
of the Canadian National Railways as solicitor and was
appointed assistant regional counsel in 1927. He became a
King's Counsel in 1935.
During his long service with the Canadian National
Railways, Mr. Justice Laidlaw had an extensive, responsible
and highly successful experience in the practice of law in
the courts, including the Supreme Court of Canada. He
was an outstanding counsel, always courteous to the Court
and to his opponents, while, at the same time, insistent
and indefatigable in the ferreting out of the truth.
For twenty-one years Mr. Justice Laidlaw, as he now is,
was special lecturer in engineering law in the Faculty of
Applied Science and Engineering of the University of
Toronto. His classes were amongst the most popular in
the Faculty, a circumstance that was due not only to rich
experience and a capacity for clear expression, but as well
to the fact that he thoroughly enjoyed lecturing to groups
of interested and questioning students. Growing out of this
work, he published (in 1937) in association with Dean Young,
the volume "Engineering Law," of which considerable use
has been made in the universities of Canada.
With a sound knowledge of engineering and with a long
and highly successful career as a member of the Bar, Mr.
Justice Laidlaw brings to his new duties a training and
experience of unusual breadth, a judicial mind, and a
demonstrated capacity for hard and effective work. His
friends are confident that he will bring great distinction
to the Bench. C. R. Young.
THE ENGINEERING JOURNAL April, 1943
217
LAVAL AT WORK
^ With the slogan, "The Faculty at Work," the Faculty of
Science of Laval University, Quebec, inaugurated on April
6th the practice of opening its laboratories and lecture
rooms to the inspection of the public for an entire day.
Nearly three thousand persons testified to the propriety
of such an innovation and visited the buildings on the
Boulevard de l'Entente.
In the afternoon, about a thousand boys from high
schools and classical colleges witnessed the experiments
carried out by the students in the laboratories as part of
their regular schedule. The usual fireworks in the physics
laboratory and black magic tricks in the chemical laborato-
ries were staged for the amazement of the younger visitors.
Before leaving the buildings, each boy was provided with
informative literature, with which was a copy of the booklet
published by the Institute on "The Profession of Engineer-
ing in Canada."
To the more mature persons who crowded the buildings at
night — including many engineers to whom boisterous
manifestations of Nature's laws are no secret — the inspec-
tion disclosed the thoroughness of the training given in the
youngest of our Canadian engineering schools. More
strikingly than the physical organization, which is most
modern and complete, did the eagerness and self-expression
displayed by the students testify to the excellency of the
instruction dispensed at Laval.
Laval University has been giving degrees in medicine,
law, theology and arts for nearly a century but only in
recent years has extended its activities to the field of
pure and applied science. It was in 1937 that the Faculty
of Science was established as such. Previously, instruction
in science was given in the Faculty of Arts. Courses in
surveying were started in 1907 and the School of Forestry
was established in 1910. In 1920, the School of Chemistry
was founded and soon became a very active centre of
studies and research.
With the establishment of the Faculty of Science, the
School of Chemistry was incorporated with the faculty
and expanded into a department of chemical engineering.
Shortly afterwards, a department of mining and metallur-
gical engineering was opened and the first degrees were
granted in 1941. Last September, a department of electrical
engineering was inaugurated and full instruction is now
given in this field.
The engineering courses offered at the faculty are very
similar to those in other Canadian universities. The first
two years are devoted largely to the fundamental sciences
and students branch off to specialized fields in the third
year. After successful completion of the fourth year, the
degree of bachelor of applied science is given, with mention
of the specialized branch in which the student graduated.
The dean of the faculty is Dr. Adrien Pouliot, m.e.i.c.
Dr. Paul E. Gagnon, m.e.i.c, is director of the department
of chemical engineering and of the School of Graduates.
The department of mining and metallurgical engineering is
headed by Mr. Gérard Letendre, and Mr. René Dupuis,
m.e.i.c, is the director of the new department of electrical
engineering. Mr. Dupuis is chairman of the Quebec Branch
of The Engineering Institute for 1943.
All engineers of Canada will join in extending wishes of
success to Laval in its new field of endeavour, confident that
the high standards of the profession will be well maintained.
CORRESPONDENCE
Mining Building,
University of Toronto,
Toronto, Ont., February 25th, 1943
The Honourable Mr. Justice R. E. Laidlaw,
Osgoode Hall, Toronto, Ont.
Dear Mr. Justice,
At the last, meeting of the Council of the Engineering
Institute of Canada during my term of office as President,
I was asked to convey to you the warm congratulations of
the Institute on 3rour elevation to the Bench. It is with the
utmost heartiness that I do so, both for the Council and
for the membership generally.
We are very conscious of the high honour that has been
accorded one who trained in the engineering profession and
had made a promising start in it. It is seldom that one of
our members receives so great a distinction in a profession
other than his original one. We believe that the prestige of
the engineering profession will, along with that of the law,
be strengthened and enhanced by your appointment.
With best personal regards, I am
Yours sincerely,
(Signed) C. R. Young,
Immediate Past President.
Osgoode Hall,
Toronto, Ont., February 27th, 1943.
My dear Dean Young,
At your convenience will you please convey to the Council
of the Engineering Institute of Canada an expression of
my gratitude for the congratulations and good wishes ex-
tended to me in your courtesy of February 15th.
I am justly proud of my qualifications as an engineer,
and fully conscious of the great part my training in that
profession has formed in my practice of law. I know too
that the knowledge of practical science and engineering
will better fit me in my present vocation to determine and
apply the principles of justice. It is, therefore, with a feeling
of deep personal interest and sincerity that I express the
hope that from time to time I might find opportunities to
emphasize the distinction of the engineering profession and
the high place in public esteem to which engineers are
properly entitled.
I send you my kindest personal regards.
Yours sincerely,
(Signed) R. E. Laidlaw.
MEETING OF COUNCIL
A meeting of the Council of the Institute was held at
Headquarters on Saturday, March 13th, 1943, at ten
o'clock a.m.
Present: President K. M. Cameron in the chair; Vice-
President C. K. McLeod; Councillors J. E. Armstrong, H. E.
Brandon, E. V. Gage, R. E. Heartz, W. G. Hunt, N. B.
MacRostie, G. M. Pitts, and H. J. Ward; Treasurer V. C.
Christie; Secretary Emeritus R. J. Durley, General Secre-
tary L. Austin Wright and Assistant General Secretary
Louis Trudel.
The president reminded Council that at the February
meeting in Toronto it had been decided that a committee
should be selected by the president to examine the whole
question of the Institute's relations with engineering bodies
and in particular the American Institute of Electrical Engi-
neers, and to report to Council at the earliest opportunity.
Following Council's instructions, President Cameron had
asked Dr. Challies if his Committee on Professional Inter-
ests, which has had wide experience in matters of this kind
in its negotiations with the provincial professional associa-
tions, would undertake this task. Dr. Challies had accepted
on behalf of his committee, but as he had been out of town,
and had only just returned, no report was available for
this meeting.
Professor Christie, the Institute's Treasurer, had been
in close touch with A.I.E.E. activities in Canada over a
long period, and the president asked him if he would express
his views on the present situation.
Professor Christie gave an interesting outline of A.I.E.E.
activities in Montreal during the past fifteen years and
encouraged co-operation with the Engineering Institute.
The general secretary pointed out that while such an
attitude on the part of the Montreal Branch would un-
doubtedly be helpful as far as the local section was con-
cerned, recent correspondence and interviews between Presi-
218
April, 1913 THE ENGINEERING JOURNAL
dent Osborne of the A.I.E.E. and Past-President Young
had indicated that the matter should now be studied from
the point of view of national co-operation.
President Cameron stated that this and other points
brought out in the discussion would be taken into considera-
tion by the Committee, which it was expected would have
a report ready for the next meeting of Council.
President Cameron reported that Mr. F. H. Peters, of
Ottawa, had accepted the chairmanship of a committee to
study the proposed Canons of Ethics for Engineers. Certain
names have been suggested to Mr. Peters, and subject to his
approval and the acceptance of the members concerned,
it was unanimously resolved that the committee be ap-
pointed as follows:
F. H. Peters Ottawa, Chairman
H. F. Bennett London
R. J. Durley Montreal
E. P. Fetherstonhaugh Winnipeg
I. S. Patterson Ottawa
Kenneth Reid Victoria
Dr. F. H. Sexton Halifax
G. St-Jacques Quebec
President Cameron reported that following the last meet-
ing of Council, at his request, Professor D. S. Ellis, of
Kingston, had accepted the chairmanship of a committee
to examine conditions affecting engineers in the active
services with particular reference to professional recognition
and the establishment of a corps similar to that now working
so effectively in the Imperial Army, known as the Royal
Electrical and Mechanical Engineers (R.E.M.E.).
As a progress report, the general secretary read the
minutes of the first meeting of this committee, which are
as follows :
"Minutes of a meeting of the Committee on the Engineer
in the Services, held at the home of Professor D. S. Ellis
at Kingston on March 11th, 1943.
Present: Professor D. S. Ellis, Chairman, Col. D. M.
Jemmett, Lieut. -Col. L. F.Grant, and the General Secretary.
It was agreed that the Committee should be known as
the Committee on the Engineer in the Services.
The chairman selected the following persons to act on
the committee: Col. D. M. Jemmett, Professor of Electrical
Engineering, Queen's University, Kingston; Major H. W.
Tate, Toronto Transportation Commission, Toronto; Major
E. Gray-Donald, Quebec Power Company, Quebec, P.Q.
The secretary was instructed to communicate with cer-
tain individuals in Montreal to see if they would be free
to act.
Terms of Reference: It was agreed that the terms of refer-
ence of the committee would include the following:
(a) Consideration of rank given engineers as compared to
other professions.
(b) Consideration of professional allowance as given to doc-
tors and other persons.
(c) Consideration of relationships between officers on the
Stores side of the Ordnance Corps, as compared to
officers on the Engineering side. This would involve
the question of promotions and authorities.
(d) Consideration of appointment of non-technical persons
to technical positions.
(e) Study and recommendations as to the advisability of
the Canadian Corps following the British army proce-
dure in establishing the Royal Electrical and Mechani-
cal Engineers (R.E.M.E.).
After proper information has been gathered and con-
clusions reached, the committee is to recommend to Council
the procedures which it believes should be taken in order
to bring the recommendations to the attention of the proper
authorities.
The general secretary was instructed to gather the nec-
essary information relative to the practices in the British
army and in the Canadian army. It was recommended that
after this information had been assembled and distributed
to members of the committee, a meeting be held at some
central point so that a full discussion of the information
might be possible. From such discussion a brief should be
prepared and referred to the Council of the Institute with
certain recommendations as to the next steps to be taken.
The general secretary was instructed to communicate with
Lieut. -General A. G. L. McNaughton, informing him of
the purposes of the committee, in order to make certain
that the programme outlined did not run contrary to any
of his plans or wishes.
It was the opinion of the meeting that after a strong
brief had been prepared, arrangements should be made for
a delegation to wait on the Minister of National Defence,
in order to be certain that the recommendations were
brought to his attention and given full consideration.
It was agreed that all suitable material dealing with the
R.E.M.E.'s should be printed from time to time in The
Engineering Journal, so that members of the Institute might
become aware of the new development."
The general secretary explained that Colonel Grant was
leaving almost immediately on a special mission to the Old
Country. While there he would gather certain information
for the' use of the committee.
On the motion of Mr. Pitts, seconded by Mr. Heartz, it
was unanimously resolved that the terms of reference be
approved, and that the minutes be accepted as a progress
report.
President Cameron reported that following the last meet-
ing of Council he had asked Councillor MacRostie, of
Ottawa, to accept the chairmanship of a committee to make
representations on behalf of the members of the engineering
profession in the Civil Service to the Advisory Committee
of the Treasury Board which had recently been set up to
inquire into and report on conditions of work and remuner-
ation of employees in the Civil Service.
Mr. MacRostie had accepted the appointment, and a
committee had been set up consisting of Mr. deGaspé
Beaubien, of Montreal, the general secretary, and the
president, ex-officio.
As immediate action was necessary in order to make
representations to a meeting of the Advisory Committee
being held in Ottawa on March 5th, the Institute committee
had met in Ottawa and had spent three days gathering
information and preparing a brief, which had been duly
presented. The Institute Committee, accompanied by Mr.
L. E. Westman, representing Mr. Dobson, President of
the Dominion Council, had been very well received by the
Advisory Committee.
A copy of the brief, and the accompanying graph, was
submitted for the information of Council. The general sec-
retary explained how the information had been secured,
and how the various averages had been determined. The
complete report was published in March Journal for the
information of all members of the Institute, and reprints
have been sent to the branch executive committees.
In accepting the report, President Cameron thanked Mr.
MacRostie and his committee for the very valuable presenta-
tion, which, in his opinion, was one of the most effective
documents on this subject which had been prepared.
Mr. Armstrong, chairman of the Institute Committee on
Civil Defence, reminded Council of the joint submission
relative to certain aspects of civil defence, presented to the
Prime Minister in November last over the signatures of
the presidents of the Royal Architectural Institute, the
Canadian Construction Association and The Engineering
Institute. No action had yet been taken by the government
on this submission, and, following further conferences be-
tween the three presidents, it had been decided to seek an
interview with the Hon. C. D. Howe, Minister of Munitions
and Supply, whose Department would be most interested
in the submission. It was expected that such a meeting
could be arranged at an early date, following which the
committee would report further to Council.
The committee was keeping in close touch with the branch
committees. Mr. Armstrong had been particularly interested
THE ENGINEERING JOURNAL April, 1943
219
in two recent newspaper clippings, one about an enemy
plane over Sydney, Australia, and another regarding the
protection of our own east coast. He had been in communi-
cation with the branch committees regarding these two
items, and hoped to circulate shortly certain information
which would be of assistance to the committee chairmen in
organizing their territories. Some of the branches were well
organized, particularly the London branch area. In others,
as far as the E.I.C. was concerned, little had been done,
but his committee would see that information continued
to reach the committee chairmen with a view to improving
the situation.
Reports were received on the following matters which had
been referred to the Committee on Post- War Problems for
consideration.
Construction Council of Canada — At the November meet-
ing of Council it had been decided that the Institute would
be ready to co-operate with the National Construction
Council by appointing representatives to regional commit-
tees which the Council proposed to set up in twenty of the
more important cities in Canada to study and make recom-
mendations on post-war projects. On instructions from the
President the matter had been referred to the Institute's
Committee on Post-war Problems for an expression of
opinion before any definite action was taken.
The general secretary read a letter from Mr. Miller, chair-
man of the committee, which indicated that while approving
of the Institute supporting the general proposal, he felt that
the Institute should not be committed to any recommenda-
tions that would be made on social problems that concerned
construction. In his opinion these should be a matter for
an individual member and not for an organization.
Mr. Miller approved of the suggestion that representa-
tives of his committee would make suitable representatives
on the proposed regional committees, and following some
discussion it was unanimously resolved that the Institute
support the National Construction Council in this matter,
and that Mr. Miller be asked to name the Institute's repre-
sentatives on the various regional committees.
Industrial Democracy and Its Survival — At Council's re-
quest Mr. Miller had read Mr. Ackerman's paper on
"Industrial Democracy and its Survival" and did not recom-
mend any additional publicity for this paper, as suggested
by a resolution of the Montreal Branch which had been re-
ferred to this committee.
From the discussion which followed, it appeared that the
consensus of opinion was that Mr. Ackerman's paper was
of an economical rather than an engineering nature, and as
the government has recently set up a committee to study
this question, it was unanimously decided to suggest to the
Montreal Branch that no action should be taken by the
Institute regarding publicity for this paper until the par-
liamentary committee had made its report.
C.B.C. Broadcasts — The general secretary read the fol-
lowing letter from Mr. Miller:
"I would like to call attention to a series of broadcasts
each Sunday afternoon at 5.03 p.m. lasting for half an hour.
They are round table talks on the subject of 'Of things to
come — Inquiry on the Post-War World.' By virtue of his
position, the Chairman of your Post- War Problems Com-
mittee has been asked to act as an Honorary Consultant
to this programme along with representatives of a number
of other organizations.
"Any members having any comments on any of these
programmes already given or those to follow may clear them
through your Chairman. Several of the programmes will
deal with construction problems and I would be glad to
pass along any suggestions as to matters that might be
discussed for the consideration of the director of the series."
Council unanimously approved of Mr. Miller's acceptance
of the position of honorary consultant and suggested that
any members having any comments to make on these broad-
casts should communicate with Mr. Miller" as soon as pos-
sible.
Beveridge Report — Mr. Miller reported that two members
of his committee had undertaken to study the Beveridge
report and advise on any matters therein that would, in
their opinion, be pertinent to the work of his committee.
The general secretary informed the meeting that on seeing
in the papers that Sir William Beveridge was planning to
visit Canada, he had cabled offering him the facilities and
co-operation of the Institute. No reply had yet been received.
It was noted that the financial statement for the first
two months of the year had been examined and approved.
On the recommendation of the Finance Committee it was
agreed that the general secretary should make a survey of
a section of the membership in order to determine, if pos-
sible, the cost to the Institute of making Life Membership
automatic. It was intimated that under such circumstances
a longer period of corporate membership, namely thirty-five
instead of thirty years as at present, and an age of seventy
instead of sixty-five, might be appropriate.
Following the practice established two years ago, it was
unanimously resolved, on the recommendation of the
Finance Committee, that the annual fees of members
resident in the United Kingdom and other combatant
areas be remitted for the year 1943.
A letter had been received from the Public Roads Admin-
istration of the Federal Works Agency, Washington, inviting
the Institute to appoint a representative to an Advisory
Committee on the Investigation of Long-Span Suspension
Bridges, which has recently been established. The committee
had suggested that on account of his professional attain-
ments and his interests in the problems concerned, Mr. P. L.
Pratley would make a valuable addition to the membership.
On the recommendation of the Finance Committee it was
unanimously resolved that Mr. Pratley be nominated as
the Institute's representative on the committee and that
some aid be provided in meeting travelling expenses.
The general secretary made a brief report on the opera-
tions of the Wartime Bureau of Technical Personnel, basing
his remarks on a recently issued review of the history of
the Bureau. It was the opinion of Council that a digest of
this material be printed in the Journal. It was agreed that
the general secretary should communicate with the Bureau
to suggest that the general secretary of each of the three
constituent organizations should be invited to any future
meetings of the Advisory Board of the Bureau.
The general secretary referred to the suggestion contained
in National Selective Service legislation that the Bureau
might be taken over entirely by the Department of Labour.
The Bureau was steadily working in closer co-operation with
the Department, and it might readily appear to be a logical
development, particularly for the post-war period, to have
the Bureau as a complete government agency.
A letter had been received from the Canadian Engineering
Standards Association asking the Institute to nominate a
representative to a committee recently established to in-
vestigate the use of sawdust and shavings for insulation
purposes and to draft an appropriate specification. On the
motion of Mr. Pitts, seconded by Mr. Ward, it was unani-
mously resolved that Mr. H. E. Brandon be nominated as
the Institute's representative on this committee.
A number of applications were considered and the follow-
ing elections and transfers were effected:
Elections
Members 17
Juniors 5
Students 20
Affiliate 1
Transfebs
Junior to Member 7
Student to Member 2
Student to Junior 7
Student to Affiliate 1
The Council rose at one twenty p.m.
220
April, 1943 THE ENGINEERING JOURNAL
ELECTIONS AND TRANSFERS
At the meeting of Council held on March 13th, 1943, the following
elections and transfers were effected:
Members
Aubert, Marcel A., B. A. Se, CE. (Ecole Polytechnique), civil
engr. Aluminum Co. of Canada, Montreal, and Professor at
Montreal Technical School.
Biais, Robert, B.A.Sc, CE. (Ecole Polytechnique), superintending
engr., Chief Engr.'s Branch, Dept. of Public Works, Ottawa, Ont.
Duquette, Roland R., B.A.Sc, CE. (Ecole Polytechnique), super-
vising engr., McDougall & Friedman, Montreal, Que.
Gardner, Cyril James, M.Sc. (London), mgr., Production Planning
Dept., Hamilton Bridge Co., Hamilton, Ont.
Jane, Robert Stephen, B.Sc. (Univ. of B.C.), M.Sc, Ph.D. (McGill),
Director, Electro-Metallurgical Research Dept., Shawinigan Water
& Power Co. Ltd., Montreal.
Janelle, Waldeck Alexis, B.A.Sc, CE. (Ecole Polytechnique),
Laboratory technician, Aluminum Co. of Canada, Ltd., Shipshaw,
Que.
Lace, George Sutton, engr. officer, Aircraft Production Branch
Dept. of Munitions & Supply, Winnipeg, Man.
MacDonald, Charles Donald, B.Eng. (N.S. Tech. Coll.), asst. prof.
of Engineering and Plant Supt., Mount Allison University,
Sackville, N.B.
Moffatt, Edward Hopkins, S.B. (Harvard), research engr., Canadian
Car & Foundry Co. Ltd., Montreal, Que.
Noakes, Frank, B.Sc. (Univ. of Alta.), M.S., and Ph.D. (Iowa State
College), lecturer, Dept. of Elec'l. Engrg., University of Toronto,
Toronto, Ont.
Tylee, Arthur Kellam, B.Sc. (Mass. Inst, of Tech.), supervisor
(overhaul and repair div'n), Aircraft Branch, Dept. of Munitions
& Supply, Ottawa, Ont.
Weaver, Howard Lewis, chief dftsmn., Standard Steel Construction
Co., Welland, Ont.
Juniors
Duncan, Allan S. E., B.Sc. (Queen's Univ.), plant mgr., Oxygen Co.
of Canada, Ltd., Montreal, Que.
Gardner, Donald, B.Sc. (Univ. of Alta.), student engr., Canadian
General Electric Co. Ltd., Peterborough, Ont.
McKenna, Joseph Victor, B.A.Sc. (Univ. of Toronto), junior layout
man and engr., General Motors of Canada, Oshawa, Ont.
Parrish, Vernon McLeod, B.A.Sc. (Univ. of Toronto), sales-
service engr., Bailey Meter Co. Ltd., Winnipeg, Man.
Woermke, Orville R., B.Sc (Queen's Univ.), plant designing engr.,
Electric Reduction Co. of Canada, Ltd., Buckingham, Que.
Affiliates
Winterburn, Fred, electrical supt., Howard Smith Paper Mills,
Ltd., Cornwall, Ont.
Transferred from the class of Junior to that of Member
Boutilier, Andrew Pringle, B.Eng. (N.S. Tech. Coll.), A/Major,
R.C.E., chief Works Officer and O.C., 3rd Fortress Company,
R.C.E., Sydney, N.S.
Hayes, Herman Rutherford, B.Sc. (Univ. of Alta.), gen'l supervisor
of standards, Burns & Co. Ltd., Calgary, Alta.
Hood, George Leslie, B.Sc. (Univ. of Man.), asst. meter and relay
engr., Hydro Electric Power Commission of Ontario, North Bay,
Ont.
Jones, Arthur R., B.Sc. (Univ. of Alta.), asst. induction motor
engr., Canadian General Electric Co., Peterborough, Ont.
Stanfield, John Yorston, B.Sc. (N.S. Tech. Coll.), Major, 15th
H.A.A. Battery, R.C.A., Canadian Army, Labrador.
Thurston, Arthur Monroe, B.Eng. (McGill Univ.), plant mgr.,
Dominion Electric Protection Co., Montreal, Que.
White, Walter Edmund, B.A.Sc, B.E., B.A.Sc, (Univ. of Toronto).
test engr., Radio Division, Research Enterprises Ltd., Toronto, Ont,
Transferred from the class of Student to that of Member
Connolly, John Lawrence, B.Eng. (N.S. Tech. Coll.), asst. plant supt.
Demerara Bauxite Co. Ltd., McKenzie, British Guiana.
Morin, Alphonse G, B.A.Sc, CE., (Ecole Polytechnique), res. engr.,
Quebec Roads Department, St-Cyrille de Wendover, Quebec.
Transferred from the class of Student to that of Junior
Bourbonnais, George Valois, B.Eng. (McGill Univ.), Captain,
R.C.E., 2nd i/c B. Company, 3rd Battalion, Canadian Army
Overseas.
McArthur, Donald Smith, B.Sc, M.Sc, (Univ. of Sask.), junior
research engr., National Research Council, Ottawa, Ont.
Olafson, Magnus Joseph, B.Sc. (Univ. of Sask.), asst. machine tool
engr., Modern Tool Works, Toronto, Ont.
Richardson, George Wm., B.Eng., (McGill Univ.), chassis engr.,
Dept. of Automotive Engineering, Ford Motor Co. of Canada,
Windsor, Ont.
Ring, Alfred Jackson, B.Sc. (Univ. of N.B.), foreman, Defence Indus-
tries, Ltd., Montreal, Que.
Weldon, George Horace, B.Sc. (Univ. of Man.), supervisor, Defence
Industries, Ltd., Winnipeg, Man.
Zweig, Irving Israel, B.Sc. (Sir George Williams Coll.), senior research
asst., National Research Council, Ottawa, Ont.
Transferred from the class of Student to that of Affiliate
Little, Harry, sales mgr. and director, R. & M. Bearings Canada,
Ltd., Montreal, and director of Aircraft Bearings Ltd., Toronto,
Ont.
Students Admitted
Backer, George Ernest, (McGill Univ.), 21 Second Ave., Grand'Mère,
Que.
Berry, Arthur Herbert, (McGill Univ.), 610 Green St., St. Lambert,
Que.
Bloom, Charles Abe, (McGill Univ.), 6116 Durocher Ave., Outre-
mont, Que.
Brooks, Douglas Austin, (Univ. of Toronto), 89 Charles St. W.,
Toronto, Ont.
Crawford, George Byron, (Univ. of Toronto), Box 390, Bowman-
ville, Ont.
Curzon, David Macklem, (Univ. of Toronto), 46 Elora St., Guelph,
Ont.
Dahl, Henry Lewis, (Univ. of Man.), 555 Wellington Cresc, Winni-
peg, Man.
D'Angelo, Joseph A. (Univ. of Man.), 901 Riverwood Ave., Fort
Garry, Man.
Davis, Gordon Thurlow, (Univ. of Man.), 612 Alverstone St., Winni-
peg, Man.
Eisenhauer, Daniel Andrew, (Dalhousie), Lunenburg, N.S.
Gold, Manuel Theodore, (McGill Univ.), 67 Maplewood Ave.,
Outremont, Que.
Hannon, Matthew Stuart, (Univ. of Toronto), 465 Avenue Rd.,
Toronto, Ont.
Kuster, Norman Walter, (Matric Prov. of Sask.), senior dftsmn.,
Tool Design Section, Canadian Car & Foundry Co., Fort William,
Ont.
Kuzyk, William John, (Matric. Prov. of Alta.), senior dftsmn., tool
and jig, Canadian Car & Foundry Co. Ltd., Fort William, Ont.
Morehouse, Rupert Henry, (Univ. of N.B.), 645 Union St., Frederic-
ton, N.B.
Onasick, Peter, (Univ. of Toronto), 85 Gorevale Ave., Toronto, Ont.
Peckover, Frederick Lionel, (Univ. of Toronto), 233 Ellis Ave.,
Toronto, Ont.
Pellegrind, Antonio John Joseph, (Univ. of N.B.), 560 Needham
St., Fredericton, N.B.
Rogers, JohnDouglas, (Univ. of N.B.), Box 185, St. Stephen, N.B.
Stanners, James Ellwood, (Univ. of Toronto), 566 Spadina Ave.,
Toronto, Ont.
By virtue of the co-operative agreements between the Institute
and the Associations of Professional Engineers, the following elections
have become effective:
Students
Alberta
Campbell, Donald Kilgour, (Univ. of Alta.), 11138-87 Ave.,
Edmonton, Alta.
Hannah, M. Russell, (Univ. of Alta.), Sub-Lieut., R.C.N.V.R., Fleet
Mail Office, Halifax, N.S.
Members
New Brunswick:
Hill, Major E. S., res. engr. on constrn., Civil Aviation Divn., Dept.
of Transport, Princeton, B.C. (Home— St. Stephen, N.B.).
.MacLatchey, C. W., Works' & Buildings Branch, R.C.A.F., North
Sydney, N.S. (Home— Moncton, N.B.).
Nova Scotia:
Draper, Charles Frederick, M.A., B.A.I., (Trinity College, Dublin) ,
engr. of constrn., Foundation Maritime Ltd., Halifax, N.S.
Saskatchewan :
Stewart, EaSl, B.Sc, (Univ. of Sask.), chemist, Sewage Disposal
Works, City Engineer's Dept., Regina, Sask.
THE ENGINEERING JOURNAL April, 1943
221
Personals
C. C. Lindsay, m.e.i.c, of Montreal, has recently been
made Honorary Lieutenant-Colonel of a Royal Canadian
Engineers unit. He is a veteran of the last war during which
he won the Military Cross and the Belgium Croix de
Guerre. He served overseas from 1915 to 1919, first with
the Sixth Field Company, Royal Canadian Engineers, and
then with Second Indian Field Squadron before being
attached to the 202nd Field Company of the Royal
Engineers. While in the field he was promoted to acting-
major and was later confirmed to his rank.
In civilian life, Colonel Lindsay is a consulting civil
engineer and Quebec land surveyor. He is vice-president of
the Corporation of Professional Engineers of Quebec, vice-
chairman of the Montreal Branch of the Institute, a direc-
tor of the Corporation of Quebec Land Surveyors, a
director of the Canadian Institute of Surveying and a
member of the Montreal Tramways Commission.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
chairman of the Junior Section of the Montreal Branch of
the Institute, in 1937.
Kenneth Reid, m.e.i.c, is the newly elected chairman of
the Victoria Branch of the Institute. Born at Victoria,
B.C., he studied engineering at McGill University, Mon-
treal, where he obtained his degree of B.Sc. in electrical
engineering, in 1926. Upon graduation he joined the staff
of the Canadian General Electric Company Limited, at
Peterborough, and, in 1928, he accepted a position as
assistant engineer with British Columbia Electric Railway
Company at Vancouver. In 1930-31, he was assistant chief
electrician with Consolidated Mining and Smelting Com-
pany Limited at Trail, B.C. He joined the Light Depart-
Kenneth Reid, M.E.I.C.
J. H. Fregeau, M.E.I.C.
P. N. Gross, M.E.I.C.
A. W. Ahern, m.e.i.c, is now with the Northeastern Paper
Products Limited at Quebec. A graduate of McGill Uni-
versity in the class of 1922, he had been connected with
The James Ruddick Engineering and Construction Com-
pany, at Quebec, since 1924, as vice-president of the
company.
C. B. Fisher, m.e.i.c, of Northern Electric Company,
Montreal, has been on loan to the British Ministry of
Supply Mission in Washington and Detroit, since May,
1942. As of March 1st, 1943, he was loaned from the British
Ministry of Supply Mission to Eicor Incorporated of
Chicago, where he occupies the position of vice-president.
Born at Wresville, Alta., he was educated at the University
of Alberta and later went to the University of Toronto
where he received the degree of B.A.Sc, in 1930. He
did post-graduate work at McGill University, Montreal,
and obtained the degree of M.Eng., in 1933. He joined the
staff of the Northern Electric Company of Montreal in
1931 as a development engineer in the special products
division. Later he became engineer in charge of the radio
receiver engineering department.
C. E. Frost, m.e.i.c, has recently been commissioned as a
Flying Officer in the R.C.A.F. and, after a period of train-
ing, has been posted at the Directorate of Signals at
R.C.A.F. Headquarters, Ottawa. Before enlisting, F/O
Frost was on the engineering staff of the Bell Telephone
Company of Canada, at Montreal. A graduate of McGill in
the class of 1931, he was on the staff of the. National Har-
bours Board, Montreal, as an assistant engineer until he
joined the Bell Telephone Company in 1937. He was
ment of the City of Victoria, as assistant engineer, in 1934.
J. H. Fregeau, m.e.i.c, was elected chairman of the St.
Maurice Valley Branch of the Institute at the annual
meeting held last month at Shawinigan Falls. Born at
Beebe Plain, Que., he received his education at McGill
University. Upon his graduation, in 1910, he joined the
staff of the Shawinigan Water and Power Company and
has always remained with the firm. From 1911 to 1914 he
was in charge of the electrical installations at Various sta-
tions. From 1915 to 1923 he was in charge of the construc-
tion of transmission lines. In 1923, he was transferred to
Trois-Rivières as superintendent and, in 1927, he became
divisional manager, a position which he still holds. Since
1939, Mr. Fregeau has also been manager of the St. Maurice
Transport Company.
Mr. Fregeau was a councillor of the Institute represent-
ing the St. Maurice Valley Branch in 1941-1942.
P. N. Gross, m.e.i.c, has been elected vice-president and
general manager of Anglin-Norcross Corporation Limited
of Montreal.
Born at Worcester, Mass., in 1901, he received his engin-
eering education at McGill University, Montreal, where he
graduated as a B.Sc. in 1926. Upon his graduation he joined
the engineering staff of Anglin-Norcross Limited at Toronto.
In 1929 he was appointed Ontario manager of Anglin-
Norcross Limited and later became vice-president and
manager of Anglin-Norcross Ontario Limited. He joined
the Royal Canadian Engineers at Toronto in 1940 and
proceeded overseas in 1941. He returned recently to Canada
with the rank of Captain.
222
April, 1943 THE ENGINEERING JOURNAL
Edward C. Hay, M.E.i.c, has recently accepted an ap-
pointment with the Army Engineering Design Branch of
the Department of Munitions and Supply, Ottawa. He was
previously sales engineer in charge of the Regina Office of
Canadian Westinghouse Company Limited. A graduate of
the University of British Columbia, in 1930, Mr. Hay had
been with the Westinghouse Company since graduation.
From 1933 to 1936 he was in Hamilton and in 1936 went to
Toronto where he stayed until 1938 when he received his
Regina appointment.
A. J. Lawrence, E.D., B.sc, m.e.i.c, who has been granted
leave of absence for the duration of the war by the Northern
Electric Company, Limited, has been appointed head of
the Production Control Department of Allied War Supplies
Corporation, Montreal. During the last war, Mr. Lawrence
did inspection work on ammunitions for the Imperial
Ministry of Munitions.
J. G. McGregor, m.e.i.c, is the newly elected chairman
of the Calgary Branch of the Institute. Born in Scotland,
in 1905, he received his education at the University of
W. Taylor-Bailey, m.e.i.c, vice-president and general
manager of the Dominion Bridge Company Limited,
Montreal, was recently elected to the board of directors of
Robert Mitchell Company Limited, Montreal.
Maurice Gérin, m.e.i.c, departmental manager, Cana-
dian Fairbanks Morse Company, Montreal, has been ap-
pointed a director of the Corporation of the Ecole Poly-
technique of Montreal. Mr. Gérin graduated from the
Ecole Polytechnique, in 1920, and obtained his degree of
M.Sc. in mechanical engineering from the Massachusetts
Institute of Technology in 1921. He has been with
Fairbanks-Morse since 1922.
J. T. Dyment, m.e.i.c, assistant superintendent, engineer-
ing, Trans-Canada Air Lines, has been elected chairman of
the Winnipeg Branch of the Institute. Born at Barrie, Ont.,
he received his engineering education at the University of
Toronto where he graduated in 1929. After a few months
spent in the airplane division of the Ford Engineering
Laboratories at Dearborn, Mich., he joined the staff of the
Aero Division of the Department of National Defence,
J. G. McGregor, M.E.I.C.
J. T. Dyment, M.E.I.C.
Roland A. Lemieux, M.E.I.C.
Alberta where he graduated in 1929. Upon graduation, he
joined Canadian Utilities Limited at Calgary and in 1931
he became district superintendent at Vegreville. He now
occupies the position of assistant manager at Calgary.
A. M. Macgillivray, m.e.i.c, the newly elected chairman
of the Saskatchewan Branch of the Institute, holds a
unique distinction. In addition to being chairman of the
Branch, he is councillor of the Institute for the Branch,
president of the Association of Professional Engineers of
Saskatchewan and representative of the Association on the
Dominion Council of Professional Engineers. Mr. Mac-
gillivray is district engineer for Canadian National Railways
at Saskatoon.
F/O Jacques Price, m.e.i.c, is now works and buildings
engineer officer at No. 1 "Y" Depot, R.C.A.F., at Halifax,
N.S. Before joining up, F/O Price was engaged in airport
construction with the Department of Transport and later
with the Department of National Defence. He studied
engineering at the University of Toronto.
R. H. Stevens, m.e.i.c, waterworks engineer for the city
of Edmonton, Alta., is now assistant waterworks engineer,
No. 2 Western Command, R.C.A.F., and is stationed at
Comox, B.C.
J. W. Ward, m.e.i.c, has recently been transferred from
Arvida to the Beauharnois plant of the Aluminum Com-
pany of Canada Limited where he now occupies the position
of electrical superintendent. Mr. Ward is a councillor of
the Institute representing the Saguenay Branch.
Ottawa, in 1930. In 1937 he transferred to the aeronautical
division of the Department of Transport as aeronautical
engineer and in 1938 he accepted a position in the same
capacity with Trans-Canada Airlines in Winnipeg. Later
he became chief engineer.
D. G. Geiger, m.e.i.c, transmission engineer, western area,
Bell Telephone Company of Canada, Toronto, was recently
appointed a member of the national committee on com-
munication of the American Institute of Electrical
Engineers.
Sarto Plamondon, m.e.i.c, has recently been admitted
as a Junior Member of the American Society of Heating
and Ventilating Engineers. He is the engineer in charge of
the Division of Industrial Hygiene of the Department of
Health of the Province of Quebec.
Squadron Leader W. J. Inglis, m.e.i.c, is now construc-
tion officer at R.C.A.F. Headquarters, Ottawa. Before
enlisting in April, 1940, he was a designer with Bloedel,
Stewart & Welch, Limited, Vancouver. After graduation at
the University of British Columbia, in 1934, he was em-
ployed with British Columbia Electric Railway of Van-
couver, until October, 1935, when he joined the staff of
Hamilton Bridge Company (Western) Limited, Vancouver.
From August, 1937, to May, 1938, he was in England
where he acquired valuable experience in the design and
construction of industrial plants with Sir Alexander Gibb
and Partners and later with the British Air Ministry.
Rolland A. Lemieux, m.e.i.c, has been appointed recent-
ly city manager and engineer at Arvida, Que. He had
THE ENGINEERING JOURNAL April, 1943
223
occupied the position of city engineer and secretary-treas-
urer of the municipality of Sillery, Que., since 1941. Previ-
ously he was engaged as assistant to the district No. 1
engineer in the Department of Roads of the Province of
Quebec. Mr. Lemieux graduated from Ecole Polytechnique
in 1937.
Paul-Emile L'Heureux, Jr. E. i.e., who for the last few
years had been assistant division engineer of the Depart-
ment of Highways of Quebec, at Sherbrooke, has been
transferred recently to Beauceville, Que. He is a graduate
of the Ecole Polytechnique in the class of 1936.
Gerald N. Martin, jr. e. i.e., who has been on loan to the
Aluminum Company of Canada Limited, Montreal, for the
past two years, has now returned to the Dominion Bridge
Company Limited, Lachine, Que.
J. R. Tregget, jr. e. i.e., is on leave from the Coca-Cola
Limited, Montreal, and has joined the R.C.A.F.
G. G. Wanless, jr. e. i.e., who joined the staff of the Na-
tional Research Council, at Ottawa, last year, has recently
been transferred to the St. Clair Processing Corporation, at
Sarnia, Ont.
Lieutenant R. Bennett, s.e.i.c., is with the Signals Pro-
duction Branch in the Department of Munitions and
Supply, at Ottawa. He is a graduate in electrical engineering
from McGill University in the class of 1942.
Percy Codd, s.e.i.c., has joined the R.C.A.F. and is at
present training as aircrew at Belleville, Ont. A graduate
of the University of Saskatchewan, in chemical engineering,
he was employed with the Defence Industries Limited,
Valleyfield, Que., before enlisting.
Flying Officer T. A. Harvey, s.e.i.c., is now stationed at
R.C.A.F. Headquarters, Ottawa, in the office of the direc-
tor of aeronautical engineering. He had been stationed
previously at Macdonald, Man. He is a graduate of McGill
University in the class of 1941.
Sub-Lieutenant G. R. Minty, s.e.i.c, is at present
stationed in Halifax. He graduated from the University of
Saskatchewan in the class of 1941.
Lieutenant E. A. Olafson, s.e.i.c., is now serving with
the Royal Canadian Ordnance Corps overseas. He is a
graduate of the University of Saskatchewan in the class
of 1941.
Sub-Lieutenant William Tkacz, S.E.I.C, has joined the
R.C.N. V.R. last February and is at present training at
Halifax. He was previously employed with the Ottawa Car
and Aircraft Limited, at Ottawa.
Lieutenant J. A. Webster, s.e.i.c, is with the Royal
Canadian Corps of Signals and is stationed at Ottawa.
Leon Wigdor, s.e.i.c, has been employed with Defence
Industries Limited, Valleyfield, Que., since April, 1941,
when he graduated from McGill University.
Sub-Lieutenant D. O. D. Ramsdale, s.e.i.c, who was
among the recent naval graduates from King's College,
Halifax, passed with the highest marks ever made at the
college.
VISITORS TO HEADQUARTERS
H. Balmforth, m.e.i.c, Burnaby, B.C., on March 4th.
Lt. -Commander Sydney Phillips, M.E.I.C, H.M.C.S.
Fort Ramsay, Gaspé, Que., on March 5th.
Sarto Plamondon, M.E.I.C, Ministry of Health, Quebec,
Que., on March 13th.
Major H. A. Gauvin, m.e.i.c, Supt., A. Bélanger, Limited,
Montmagny, Que., on March 13th.
H. J. Ward, m.e.i.c, superintendent of property, Shawin-
igan Water & Power Company, Shawinigan Falls, Que., on
March 13th.
Squadron Leader W. L. Inglis, Jr. e. i.e. Works and
Buildings Branch, R.C.A.F., Ottawa, Ont., on March 10th.
F/O. C. E. Frost, m.e.i.c, Royal Canadian Air Force
Headquarters, Ottawa, Ont., on March 16th.
C. D. McAllister, m.e.i.c, Department of Public Works,
Saint John, N.B., on March 15th.
F. W. Gray, m.e.i.c, Asst. General Manager, Dominion
Steel and Coal Corporation, Sydney, N.S., on March 16th.
Victor Meek, m.e.i.c, controller, Dominion Water and
Power Bureau, Department of Mines and Resources,
Ottawa, Ont., on March 18th.
H. O. Windier, Anglo-Newfoundland Development Com-
pany, Grand Falls, Nfld., on March 19th.
C. F. Morrison, m.e.i.c, assistant professor of civil
engineering, University of Toronto, Toronto, Ont., on
March 18th.
G. Ericksen, m.e.i.c, assistant engineer, City Engineer
Department, Port Arthur, Ont., on March 25th.
C. O. Whitman, m.e.i.c, field engineer, Beauharnois
Light, Heat and Power Company, Valleyfield, Que., on
March 27th.
John Grieve, m.e.i.c, promotion manager, Imperial
Varnish & Colour Company Limited, Toronto, Ont., on
March 27th.
Don Ross, m.e.i.c, Foundation Company of Canada
Limited, Shipshaw, Que., on March 31st.
F/O. B. P. Scull, m.e.i.c, Maple Creek, Sask., on April 1st.
Capt. J. F. Rutherford, m.e.i.c, R.C.C.S., Camp
Borden, Ont., on April 3rd.
COMING MEETINGS
Eastern Photoelasticity Conference and Symposium
on Experimental Stress Analysis — The Seventeenth
Semi- Annual Meeting. To be held on May 13, 14 and 15,
1943 at the Rackham Memorial Bldg., 100 Farnsworth St.
Detroit Michigan. Secretary: Lee R. Baker, Chrysler In-
stitute of Engineering, Highland Park, Michigan.
American Society of Mechanical Engineers — 1943
Semi-Annual Meeting, Los Angeles, California, June 12-14.
Secretary: C. E. Davies, 29th West, 39th Street, New
York, N.Y.
American Water Works Association — Annual Meeting,
to be known as A.W.W.A. Conference on War-Winning
Waterworks Operations, at the Carter and Statler Hotels,
Cleveland, Ohio, June 14-17. Secretary: Harry E. Jordan.
22 East 40th Street, New York, N.Y.
Engineers Should Buy War Bonds
224
4pn7, 1913 THE ENGINEERING JOURNAL
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
John Logie Allison, m.e.i.c, died at Montreal, on Febru-
ary 10th, 1943. He was born at Toronto, Ont., on October
17th, 1860, and was educated at the School of Practical
Science, Toronto. From 1885 to 1889 he was employed on
construction work at the Welland Canal. Later he was
employed at the Soulanges Canal, for several years.
Mr. Allison had varied experience in civil engineering
work during his professional career and he was employed
on several large construction projects, successively with
W. I. Bishop Limited, Montreal, and H. J. Acres Limited,
at Montreal. He had retired from active practice several
years ago.
Mr. Allison joined the Institute as an Associate Member
in 1887 and he was transferred to Member in 1895.
John Lyle Harrington, m.e.i.c, died on May 20th, 1942.
Born at Lawrence, Kansas, U.S.A., on December 7th, 1868,
he was educated at the University of Kansas where he
graduated in 1895. During two summer vacations and from
June, 1895, to March, 1896, he worked with the late
J. A. L. Waddell, consulting engineer of Kansas. He then
held various positions as follows: March to August, 1896, in
the drafting room of the Elmira Bridge Company, at
Elmira, N.Y.; August, 1896, to July, 1897, with the Pen-
coyd Iron Works at Philadelphia, Pa., in charge of work in
the drafting room; July, 1897, to January, 1898, with the
Keystone Bridge Works of the Carnegie Steel Company at
Pittsburgh, Pa., in charge of preparation of general and
detail plans for numerous bridges, including various bridges
and viaducts for the Union Railroad approach to the Pitts-
burgh and Lake Erie Railroad bridge over the Ohio River;
January to September, 1898, with the Cambria Steel Com-
pany at Johnstown, Pa., first as assistant superintendent,
Structural Department, designing the structural shops,
then in charge of engineering, and later in charge of the
shop and structural material yards; September, 1898, to
March, 1899, with the Bucyrus Company at South Mil-
waukee, Wis., as assistant chief engineer and assistant
superintendent; March to December, 1899, with the North-
western Elevated Railroad Company in Chicago, 111., as
assistant to the chief engineer, in charge of preparation of
shop plans and of inspection of fabrication of steelwork at
the shops of the Elmira Bridge Company and Union
Bridge Company; December, 1899, to November, 1900,
with the Berlin Iron Bridge Company at East Berlin, Conn.,
as designer; November, 1900, to November, 1901, with the
Baltimore and Ohio Railroad Company at Baltimore, Md.,
as assistant engineer of bridges and buildings; November,
1901, to January, 1905, with the C. W. Hunt Company in
New York, N.Y., first in charge of preparation of details,
drawings of structural work and of general contract plans
for bidding purposes, and later as executive engineer in
charge of estimating, contracting, etc. ; and January, 1905,
to January, 1907, with the Locomotive and Machine Com-
pany at Montreal, Que. (a subsidiary of the American
Locomotive Company), as chief engineer and general
manager, having charge of the building and then the
operation of its plant.
In 1907 he entered private practice as a partner in the
firm of Waddell and Harrington, consulting engineers,
Baltimore. From 1914 to 1928 he was senior partner in the
firm of Harrington, Howard and Ash and after 1928 senior
partner in the firm of Harrington and Cortelyou, all
specializing in the field of bridge engineering.
During his 35 years of consulting practice, Mr. Harring-
ton was associated with the design and construction of
several bridges in the United States, Canada and countries
abroad. It is interesting to recall that his firm was associ-
ated with the construction of the bridge on the Don river
at Rostov, Russia. His most outstanding contribution to
bridge engineering was in the development of the vertical
lift type of movable span. This is witnessed by the numerous
patents for the firm's designs and the construction of
twenty-seven lift spans.
In August, 1932, Mr. Harrington was called to Washing-
ton by President Herbert Hoover, to become a member of
the Engineers Advisory Board of the Reconstruction
Finance Corporation. He remained with the R.F.C. as
chief engineer until 1934.
Mr. Harrington received from McGill University, in
Montreal, the degree of Bachelor of Science in 1906 and
that of Master of Science in 1908. In 1930 he received the
honorary degree of Doctor of Engineering from Case
School of Applied Science in Cleveland, Ohio.
Mr. Harrington joined the Institute in 1905 as a Member.
Chester Waters Larner, m.e.i.c, died at his home in
Philadelphia, Pa., on June 11th, 1942. Born at Elizabeth,
N.J., on March 31st, 1881, he was educated at the Balti-
more Polytechnic Institute where he graduated in 1887.
From 1900 to 1902 he was instructor at the University of
Chicago. In 1902 and 1903 he worked as a designer with the
New Jersey Bridge Company and from 1903 to 1906 he
occupied the same position with I. P. Morris Company,
Philadelphia. After having been employed for a few months
as a mechanical engineer with International Steam Pump
Company at New York, he joined the staff of Wellman-
Seaver-Morgan Company of Cleveland, Ohio, as hydraulic
engineer, in 1907, and remained in the same position until
1917.
In 1918 he became president of the Larner Johnson
Valve and Engineering Company at Philadelphia serving
in that capacity until 1922 when he became president of
the Larner Engineering Company, a position he occupied
at the time of his death. In 1927 he also became president
of the Larner Machine Company.
Mr. Larner was the co-inventor of the Larner-Johnson
valve. At one time, he was consulting engineer to the
Baldwin Locomotive Works, and during the last war he
served on the Naval Construction Board of the United
States.
Mr. Larner joined the Institute as a Member in 1913.
Nathan Deane Paine, m.e.i.c, died at his home in Mon-
treal on March 7th, 1943. Born at Berlin, N.H., on April
19th, 1892, he was educated at the University of New
Hampshire where he graduated in electrical engineering, in
1913. Upon graduation, he joined the staff of Northern
Ohio Traction and Light Company at Akron, Ohio.
In 1916, Mr. Paine came to Canada to join the staff of
Price Brothers & Company Limited at Kenogami, Que., as
electrical foreman. In 1922 he became superintendent of
electrical operation and in 1925 he was made general
electrical superintendent.
A few months ago, Mr. Paine had left Price Brothers to
take a position with the Aluminum Company at Montreal
where he was employed at the time of his death.
Mr. Paine joined the Institute as an Associate Member
in 1927, and he became a Member in 1937.
THE ENGINEERING JOURNAL April, 1943
225
News of the Branches.
HALIFAX BRANCH
S. W. Gray, m.e.i.c. -
D. C. V. Duff, m.e.i.c.
Secretary-Treasurer
Branch News Editor
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
The regular monthly joint dinner meeting of the Engi-
neering Institute of Canada, Halifax Branch, and the
Association of Professional Engineers of Nova Scotia was
held in the Halifax Hotel on Thursday, February 25, 1943.
Professor A. E. Flynn, Chairman of the Branch, presided.
The guest speaker for the evening was Mr. H. W. Lea,
Director of the Wartime Bureau of Technical Personnel,
Ottawa. He was accompanied by Colonel S. W. Beecroft,
military advisor to the Bureau.
In his address, Mr. Lea explained how the bureau was
organized in 1941. From this beginning in 1941 to date, the
total registration of technically trained men had increased
to more than 27,000. Mr. Lea stated that they did not
expect the register figure to exceed 30,000 maximum, at
any future date.
The body of Mr. Lea's address was given to the discussion
of the Bureau's purpose, the Policy of Bureau, and its
method of operation. The field of operations, he explained,
includes all pure and applied science graduates and the
field, from time to time, is being enlarged to encompass
other groups of technically trained men.
Mr. Lea referred to students now in science courses in
Canadian universities and pointed out that, in the event
of an "emergency", these students could be called for mili-
tary service and "the universities go out of business over-
night." He stated that such a condition is not very probable,
since the demand for technically trained men is steadily
increasing and the medically fit students now take military
training and have signified their intent to become technical
service officers on completion of their courses.
Mr. Lea, after his address, answered several questions
and in one instance when questioned "are there sufficient
trained men available", replied that the Bureau carries a
constant file of from 700 to 800 unfilled applications for
trained personnel. These are ultimately filled but often the
firm which makes the application must wait six months
or more to obtain a man.
A vote of thanks was extended to Mr. Lea for his inter-
esting address and it was evident by the applause that
every member present appreciated the opportunity to hear
about the regulation and control of all technical personnel
throughout the Dominion.
HAMILTON BRANCH
W. E. Brown, m.e.i.c. Secretary-Treasurer
L. C. Sentance, m.e.i.c.
Branch News Editor
Monday, March 1st, was the occasion of the regular
branch meeting; T. S. Glover, chairman of the branch,
presided.
The speaker of the evening, E. R. Rowzee, Factory Man-
ager of the Canadian Synthetic Rubber Company, dealt in
a masterly fashion with numerous aspects of the pertinent
subject, Synthetic Rubber.
As an effective introduction to the main topic, Mr.
Rowzee outlined the history of the development of natural
rubber.
Historical mention of rubber begins with Columbus, who
brought the first natural rubber to Europe. It was not
until 1839, however, that an obscure chemist, named
Goodyear, discovered the process of vulcanization, and,
thereby, made possible full utilization of this versatile
material.
Rubber originally came exclusively from Brazil, and in
an effort to maintain this monopoly, the Government placed
an embargo on the export of seeds. An enterprising English-
man managed, however, to smuggle a ship load of seed
out of the country. This seed was sprouted in England,
and seedlings later transported to, and planted in, the Far
East.
Intensive cultivation and cross-breeding raised the maxi-
mum yield of plantation rubber from 500 pounds per acre
per year in 1910 to approximately 1,500 pounds per acre
per year in 1939. Such production soon forced the Brazilian
rubber off the market, and when the Eastern plantations
fell into the hands of the Japanese, between 1,300,000 and
and 1,400,000 tons of the world's 1,500,000-ton yearly pro-
duction was lost to the United Nations.
To replace this lost production, a gigantic industry, unique
in history, has come into being. This billion dollar industry,
synthetic rubber, started barely two years ago, is already
beginning to produce.
The search for a satisfactory synthetic rubber began many
years ago. Early destructive distillation had shown that
Isoprene was the parent hydro-carbon from which rubber
came by synthesis in the rubber tree. The first real step
toward synthesis of rubber was taken in 1880, with the
discovery that Isoprene could be produced from turpentine.
The rubber-like material produced from Isoprene was, how-
ever, only a laboratory curiosity, and it has remained so,
as no cheap source of isoprene has been found.
In the early 1900's, the advent of the motor car caused
the price of rubber to skyrocket, and thereby provided in-
centive for the search for a suitable synthetic. First patents
were issued in 1910, and named Isoprene, or Butadiene as
the base, with metallic sodium as a catalyst.
No exploitation of these discoveries took place, and it
was not until 1916 that rubber was produced in Germany
from dimethyl Butadiene. By 1918 Germany had produced
4,000 tons of this rubber, but the two grades available
proved either too hard, or too soft, for the majority of
applications.
Interest lagged after the war, and it was not until 1925
that the present investigational work had its beginning.
In the United States, economics have dictated the use
of Butanes and Butylènes, cheap by-products of the petro-
leum industry, as the major contributors of Butadiene.
Additional Butadiene will be produced from grain.
In discussing Canada's part in the synthetic rubber pro-
gramme, the speaker indicated that the Polymer Corpora-
tion project is probably the most complete now under con-
struction. Five separate units are coordinated under one
head to manufacture the basic ingredients, in addition to
the actual synthetic rubber.
Mr. Rowzee ventured the opinion that synthetic rubbers
will eventually replace natural rubbers to a large extent.
Even at this time, the synthetic rubbers accomplish many
tasks which are beyond the capabilities of natural rubber,
and the present tremendous stimulation of research will
undoubtedly produce even better and cheaper synthetic
rubbers.
At the present time, the most expensive synthetics, spe-
cially rubbers, such as Buna N and Neoprene, are used for
gasoline hoses, gaskets, and self-sealing gasoline tanks, which
would be out of the question with natural rubber. Buna S,
the general purpose rubber, is the chief source of tires.
Butyl rubber has been found excellent for footwear, wire
insulation, and in the manufacture of mechanical rubber
goods.
At the conclusion of his talk, Mr. Rowzee answered many
questions, during an animated half-hour discussion period.
Mr. H. A. Cooch extended the thanks of the gathering
to the speaker for his excellent address.
Upon adjournment, the eighty members and guests re-
tired to the anteroom for the customary refreshments.
226
April, 1943 THE ENGINEERING JOURNAL
MONTREAL BRANCH SOCIAL
EVENING
O. Biedermann and W. W. Timmins at a
not too serious moment.
Branch Secretary L. A.
Duchastel and Chair-
man R. S. Eadie pose
with Professor G. J.
Dodd.
W. G. Mitchell, G. O.
Vogan and H. M.
Scott.
M. S. Macgillivray listens closely
to A. G. Moore.
G. MacL. Pitts, H. T. Doran and George R.
MacLeod.
A group of students chatting with Professor Gaudefroy —
left to right: J. Sansfaçon, B. Baribeau, H. Audet, P-E.
Salvas, H. Gaudefroy, F. Boulva and L. Scharry.
P. E. Poitras, C. E. Gelinas, R. Matte, W. E. Lauriault
and E. Prévost.
THE ENGINEERING JOURNAL April, 1943
227
KINGSTON BRANCH
R. A. Low, M.E.i.c. - Secretary-Treasurer
A special joint meeting of the Kingston Branch, E.I.C.,
the Ontario Association of Professional Engineers, and the
Engineering Society of Queen's University was held in
Convocation Hall, Queen's University on February 3rd to
hear Prof. J. A. Van den Broek of the University of Michigan
speak on Theory of Limit Design.
The meeting was under the chairmanship of K. M.
Winslow and a capacity audience welcomed Prof. Van den
Broek. The speaker was introduced by Dr. S. D. Lash
who outlined the highlights of Prof. Van den Broek's career
in an interesting manner.
Prof. Van den Broek outlined his theory of limit design.
In 1942 he was awarded the Norman Medal from the
American Society of Civil Engineers for this paper, and
which has been presented in The Engineering Journal
An interesting discussion followed the lecture with student
members showing keen interest in this new approach to
design.
The speaker was thanked on behalf of the three societies
by Prof. C. V. Armour.
C. V. Armour, M.E.I.C
The regular February meeting of the Kingston Branch
of the Institute was held on February 24th in Convocation
Hall, Queen's University, with K. M. Winslow in the chair
introducing the guest speaker, Dr. P. M. Haenni, Director
of Research, Aluminum Laboratories Ltd.
Dr. Haenni surveyed the development of aluminum as
a construction metal. He showed that this development was
due principally to the discovery of suitable alloys and the
introduction of methods of protection against corrosion.
The large increase in production during recent years was
almost entirely due to the demands of the aircraft industry
led by Germany in pre-war years. Along with the increase
in production there has been a substantial reduction in cost
of aluminum which is selling now at the lowest price in its
history. In allied countries, all aluminum production is now
devoted to military purposes. Dr. Haenni pointed out that,
curiously, this is not the case in Germany since aluminum
has been widely used there as a substitute for other non-
ferrous metals. He also pointed out that in Germany it has
been found necessary to utilize clay as a raw material in
place of bauxite although the process of manufacture from
clay is much more expensive.
The appreciation of the meeting was expressed by Col.
L. F. Grant.
The March meeting of the Kingston Branch, E.I.C., under
the chairmanship of K. M. Winslow, was held on March
11th in Convocation Hall, Queen's University, and took
the form of a joint meeting with the Engineering Society
of Queen's University. The guest speaker of the evening
was Mr. Huet Massue of the Shawinigan Water and Power
Co., Montreal.
Left to Right — R. A. Low, D. S. Ellis, J. D. Lee, Huet Massue,
J. R. Carter, K. M. Winslow, S. D. Lash, Major J. P. Carrière,
D. M. Jemmett.
The speaker was welcomed and introduced by Prof. R. A.
Low, who pointed out that Mr. Massue was not only an
engineer, but an ambassador of goodwill from our sister
province, Quebec. He suggested that the programme com-
mittee might well arrange a series of similar meetings for
branches throughout Canada whereby French and English
engineers could fraternize and discuss their common
problems.
Mr. Massue spoke on the Heating of Dwellings with
Coal, Gas, Oil and Electricity and presented a composite
picture of the economicsof domestic heating, showing average
plant installation and operating costs for the various methods
and showed estimated power requirements for various
Ontario and Quebec cities. Should the use of electricity
become general for domestic heating, he emphasized the
tremendous investment for plant that would have to be
made before it could be put into general use.
The speaker was thanked in French by Mr. P. J. Bour-
geois, Sc. '44, on behalf of the Engineering Society of
Queen's University and Prof. D. M. Jemmett on behalf
of the Kingston Branch.
Dr. L. Austin Wright, the general secretary, spoke briefly
on the extensive programme of activities facing the Insti-
tute, and clarified the existing situation of the engineering
students regarding National Selective Service.
Mr. Massue and Dr. Wright were guests at a courtesy
dinner at the LaSalle Hotel given by the executive of the
Kingston Branch prior to the meeting.
Left to Right — S. N. Graham, R. Hay, D. M. Jemmett, II.
Stewart, W. A. Wolfe, S. 1). Lash.
OTTAWA BRANCH
A. A. SwiNNERTON, M.E.I.C.
R. C. Purser, m.e.i.c. -
Secretary-Treasurer
Branch News Editor
In honour of Mr. K. M. Cameron of Ottawa, Chief Engi-
neer of the Department of Public Works and newly-elected
President of the Engineering Institute of Canada, the
Ottawa Branch of the Institute held a luncheon Thursday
noon, March 18, at the Chateau Laurier. In the absence
through illness of G. H. Ferguson, chairman of the local
Branch, N. B. MacRostie, immediate past chairman, pre-
sided. Head table guests included the general secretary of
the Institute, L. Austin Wright of Montreal; past presidents
Dr. C. Camsell and G. J. Desbarats, both of Ottawa;
Gordon Pitts of Montreal, president of the Royal Archi-
tectural Institute of Canada; W. P. Dobson of Toronto,
228
April, 1943 THE ENGINEERING JOURNAL
Lift to Rfghf.-yCouncillor N. B. MacRostie, the Hon. Mr.
Fournier, Deputy Minister E. P. Murphy, Past President G. J.
Desbarats.
president of the Dominion Council of Professional Engineers,
Commander C. P. Edwards of Ottawa; Hon. Alphonse
Fournier, Minister of the Department of Public Works,
E. P. Murphy, Deputy Minister, and others.
The luncheon was of an informal nature. The new presi-
dent was introduced by the chairman. Mr. Cameron then
spoke briefly emphasizing the part played by engineers in
Canadian life and particularly in the Dominion Government
service, with reference also to the cordial relations existing
between the Canadian Institute and engineering organiza-
tions of United States.
Hon. Mr. Fournier then spoke, suggesting that engineers
should take an important part in any post-war reconstruc-
tion plans. He also remarked upon the lack in public life
generally of engineers and suggested that the country itself
would be better off and the public in general would benefit
if more of them for instance "were in the House of Com-
mons."
E. P. Murphy, Deputy Minister, also spoke commenting
upon the honour which his department had received in
having one of its senior officers attain to the high office of
President of the Institute.
Left to Right: G. MacL. Pitts, Past President Charles Camsell,
President K. M. Cameron, N. B. MacRostie and the Honour-
able Mr. Fournier.
SAINT JOHN BRANCH
G. W. Griffin, m.e.i.c. - Secretary-Treasurer
The Saint John Branch held a special meeting in the
Admiral Beatty Hotel at 8 p.m. on March 19th. The subject
of the meeting was the showing of a sound film in colours
produced by the General Electric Co., entitled The Inside
of Arc Welding. Members brought friends whom they
thought would be interested, resulting in an attendance of
67. Notable among the gathering were welders from the
Saint John Drydock and Shipbuilding Co., and the Cana-
dian Pacific Railway Co. The film proved most interesting
to all and many favourable comments were heard regard-
ing it.
Mr. A. O. Wolff, vice-chairman of the Branch, presided
in the absence of Mr. D. R. Smith, Chairman.
ST. MAURICE VALLEY BRANCH
V. Jepsen, m.e.i.c. - Acting Secretary-Treasurer
The annual meeting of the St. Maurice Valley Branch of
the Institute was held on March 18th, 1943, at the Cascade
Inn, Shawinigan Falls, under the chairmanship of the retir-
ing chairman, Viggo Jepsen, with an attendance of twenty-
four.
Regrets were expressed that such a small number were
present. This, however, was no doubt largely due to un-
favourable weather conditions in the days just previous to
the meeting. In opening the meeting the chairman men-
tioned that he had a little trouble in keeping secretaries
during the past year. The first appointee, Jack Sweeney,
was a very promising and a very able secretary but joined
up last fall with the R.C.A.F. and shortly after Eric
Wheatley took over the duties of secretary-treasurer he
was called by McGill University to help them to turn out
more engineers.
The minutes from the previous year's annual meeting of
April 22nd, 1942, were read by C. G. de Tonnancourt and
adopted on the motion of Mr. H. G. Timmis and seconded
by Mr. Stirling.
The chairman read the report of the branch meetings,
as well as the membership reports. There had been five
meetings apart from the annual meeting and the member-
ship had increased to seventy-nine from sixty-two a year ago.
The chairman then explained that Headquarters have
asked that a committee be set up in each of the four towns
in our district and to be known as the Student Guidance
Committee. Some of these committees had a little difficulty
in getting started, but the Shawinigan Falls sub-committee
had done excellent work and in the absence of its chairman,
Dr. Heatley, Mr. Dorion gave a short report on the activities
there.
The other committee, as asked for by the Headquarters,
was the Committee on Engineering Features of Civil
Defence. This committee, which consisted of the two mem-
bers from our branch who attended the Webster Lectures,
Messrs. Wyman and Foster, together with Councillor
Fregeau and Branch Chairman Jepsen. It had not started
to function as yet and consequently no report was available,
but hopes were expressed that work would soon be started.
The chairman also mentioned that Mr. Eaton of Shawin-
igan Falls had been appointed to represent the branch
on the Institute Nominating Committee and that Mr.
Fregeau had acted in a similar capacity on the committee
of Provincial Professional Interests.
At the conclusion of the report from the committees the
Chairman thanked all committee members for the work
they had performed during the year.
Of new business, it was strongly suggested that the in-
coming executive set up a small committee to revise the
branch by-laws which dates back as far as 1926. It was
felt that these by-laws would be a great help to the execu-
tives if brought up to date.
The scrutineer's report was read and adopted on a motion
by Mr. Timmis and seconded by Mr. Buchanan.
The new chairman was then introduced. Mr. Fregeau
thanked the members of the Branch for having done him
the honour of electing him chairman and introduced the
other members of the executive committee for 1943.
Mr. Fregeau then asked Mr. Jepsen to introduce the
guest speaker.
Mr. C. S. Kane, m.e.i.c, p.e.q., Sales Manager for
Dominion Bridge Co. Ltd., and president for the Canadian
Institute of Steel Construction, in his talk stated that the
public in general and even engineers as well as big industrial
firms were inclined to sit back and say that the question
THE ENGINEERING JOURNAL April, 1943
229
of post-war planning and reconstruction was up to the Gov-
ernment. He pointed out the fallacy of such sayings and
emphasized that especially engineers should lead the way
and point out to the government what plans could be made
ahead of the actual winning of the war in order that the
peace may also be won.
Mr. Kane went on to explain some of the points in his
19-point programme plan for post-war reconstruction, a
copy of which was issued to everybody present.
A lively discussion took place at the close of the address
and Mr. Kane was thanked very ably by the incoming
vice-chairman, Mr. R. Dorion.
SASKATCHEWAN BRANCH
Stewart Young, m.e.i.c. - Acting Secretary-Treasurer
The Saskatchewan Branch met jointly with the Associa-
tion of Professional Engineers in the Kitchener Hotel,
Regina, on Thursday evening, March 18, 1943. The meeting
was preceded by a dinner at 6.30 p.m. The attendance
was 30.
A paper on The Effect of Aerial Bombing, prepared by
Dean I. F. Morrison, Professor of Applied Mechanics,
University of Alberta, and illustrated by lantern slides, was
read by D. A. R. McCannel in the absence of Professor
Morrison who was unable to attend.
The paper, after describing the nature of various types of
bombing, dealt briefly with the relative merits of different
kinds of shelter — 100 per cent no protection in the open,
standing up, to almost 100 per cent protection underground.
It also explained the theory of explosion. A hearty vote of
thanks was accorded Professor Morrison for the very excel-
lent paper and to D. A. R. McCannel for its presentation,
on motion of W. O. Longworthy.
In concluding the meeting the Chairman, A. M. Macgil-
livray, expressed appreciation of the work of the retiring
committee in charge of meetings under the leadership of
F. C. Dempsey. The new committee will be under the
direction of F. E. Estlin.
SAULT STE-MARIE
O. A. Evans, m.e.i.c. - Secretary-Treasurer
The second regular meeting of the Branch for the year
1943 was held in the Grill Room of the Windsor Hotel,
on Friday, February 26th, 1943. Forty-seven members and
guests sat down to dinner at 6.45 p.m.
Before the dinner commenced, Chairman N. C. Cowie
asked the members to rise and drink a toast to the king.
The chairman then called upon D. C. Holgate to intro-
duce the speaker of the evening, D. C. Tennant, of the
Dominion Bridge Company, Toronto, Ontario. In his ad-
dress Mr. Holgate thanked the members for their kindness
in allowing the structural class to participate in the meeting,
and in introducing the speaker said that Mr. Tennant had
a noteworthy career in the structural field and the Branch
was fortunate in having a speaker of his calibre to address
them.
Mr. D. C. Tennant, Engineer of the Ontario Division of
the Dominion Bridge Company, spoke on Steel Erection
at the Algoma Plant.
To begin with Mr. Tennant showed slides and gave an
account of the moving of the travelling Coal Bridge and
this has already appeared in the pages of The Engineering
Journal. Continuing he dealt with the assembling of all
necessary erection equipment including small tools and der-
rick parts from Toronto, other derrick parts and the high
erection tower from Montreal, and locomotive cranes and
smaller items from the Sault Structural Steel Company.
He stressed the fact that most of the 109 foot tower and
the derrick used in erecting the Blast Furnace and adjacent
high structures such as Stoves, Dust Catcher, Stack,
Elevator Shell and Skip Bridge — about 2,000 tons in all
— had been taken from Dominion Bridge Company erection
stock and had been used many times on different jobs with
necessary adaptations.
Some special erection problems were noted such as the
setting of derricks or travelers on adjacent high buildings
or on top of the steel framing for a new roof where, on
account of congestion of routine yard traffic, it would have
been impossible to find room for the derrick on the ground.
He summed up by pointing out that the successful design
and operation of erection equipment depended on foresight
and common sense on the part of the designer and a com-
bination of caution, resource and co-operation on the part
of the erection forces, than whom there are no finer group
of men anywhere.
A few statistics were also given about the 200-ton crane
to be installed in No. 2 Openhearth Building. It will be
the heaviest crane in Canada although there are some others
with greater lifting capacity.
At the conclusion of the address C. Stenbol and L. R.
Brown moved a vote of thanks. J. O. Fitzgibbons moved
that the meeting be adjourned.
PETERBOROUGH BRANCH
A. R. Jones, ji-.e.i.c. - Secretary-Treasurer
J. F. Osborn, s.e.i.c. - Branch News Editor
On February 18th, Mr. R. E. Hayes, Engineer, of the
General Supply Company presented a paper before the local
branch entitled Earth Moving Takes Wings.
Mr. Hayes enlarged on this arresting title by explaining
how the technique of moving large masses of earth has
speeded up in recent years. Specialized machines have been
designed to meet the needs of to-day's vast construction
projects. Airports with mile and a half long runways, urgent
highway and power projects, each call for a different treat-
ment on an unprecedented scale.
A large versatile machine called the Tourneau-Pull, a
combined carrier and excavator came in for particular atten-
tion. Other machines of a more familiar type were mentioned
and their use outlined. An unusually good talking picture
accompanied the paper, illustrating the function of machin-
ery on construction jobs.
The March 4th meeting was addressed by Mr. Wills
Maclachlan, Chairman of the Committee on Industrial
Relations of the E.I.C. and head of Employee Relations
Department, Hydro Electric Power Commission of Ontario.
Mr. Maclachlan spoke on Employee Industrial
Relations.
Mr. Maclachlan stressed the necessity of mutual respect
and confidence on the part of employer and employee. He
pointed out that the right man can only be selected for a
position after analyzing the job and the man's qualifications.
Psychological and health examinations can be of great value.
The importance of making a man familiar with his work
his surroundings and the general policy of the organization
by which he is employed was stressed as was the necessity
of adequate training. Wage schedules and the effect on
these of various services rendered to the employees such as
pensions, sick benefits, insurance, savings schemes, should
be carefully explained to a new man. Mr. Maclachlan said
that the policy of "equal pay for equal value of work" was
now very generally accepted as being a fundamental of
Industrial Relations. Great strides are being made toward
giving human relations the attention they merit, and this
is a process which is bound to continue and accelerate after
the war.
Mr. Maclachlan's paper comes at a time when there is
particular interest in this topic and was received with close
attention by the audience.
TORONTO BRANCH
S. H. de Jong, m.e.i.c. - Secretary-Treasurer
G. L.White, affil.e.i.c. - Branch News Editor
At the meeting of the Toronto Branch of the Engineering
Institute of Canada, at Hart House, on Thursday, March
4th, Mr. E. L. Durkee, Bethlehem Steel Co., spoke on the
Rainbow Bridge. The speaker was introduced by Dean
C. R. Young, Faculty of Applied Science and Engineering,
230
April, 1943 THE ENGINEERING JOURNAL
University of Toronto, who acted as Chairman for the
meeting.
In introducing the speaker, Dean Young referred to some
of the many engineering achievements in which Mr. Durkee
has played an important part. These include the Greater
Extensions to the Tata Iron and Steel Company's plant
in Tatanagar, India, involving the erection of 31,500 tons
of steel mill building; the Outerb ridge Crossing between
Perth Amboy, N.J., and Tottenville, Staten Island, N.Y.,
a 750-ft. cantilever span and approaches built for the Port
of New York Authority; the Cooper River Bridge in
Charleston, S.C., which at the time of building was the
fifth longest cantilever span in the world; an all-steel ocean
pier 1,530 feet long built for the United Fruit Company,
in Panama, in 1935; the Baton Rouge Bridge over the
Mississippi River; and most recently, the Rainbow Bridge
at Niagara Falls.
The Rainbow Bridge replaces the Falls View or Honey-
moon Bridge which was destroyed by an ice jam in January,
1938. In view of what had happened to its predecessor,
one of the first considerations in building the Rainbow
Bridge was to provide for footings farther back and higher
above the river in order to prevent any re-occurrence of
the Falls View catastrophe.
The Rainbow Bridge is the longest fixed or hingeless
arch span in the world, With a length of 950 feet between
abutments. The roadway lias a length of 1,200 feet between
the vertical walls of the Niagara Gorge. In describing the
construction of the bridge, with the aid of slides and excel-
lent motion pictures, Mr. Durkee gave much interesting
information on the nature of the design and the construction
methods employed.
Successful erection of the arch ribs depended to a great
degree on their accurate fabrication in the shops. As sections
of the rib were produced in the steel shop, they were assem-
bled three or four at a time, and the form of this assembly
was carefully checked to ensure that it would give a proper
rise to the section of the arch into which it would be incor-
porated. The erection of the arch, of course, involved its
support from each side of the river until a junction could
be effected at the centre. The cables supporting the arch
passed over the top of steel bents at the edge of the Gorge
and back to suitable anchorage. The cables used were bridge
strands which had been employed in the construction of
the Golden Gate Bridge and the ill-fated Tacoma Bridge.
Most of the steel used for temporary structures during
erection was eventually incorporated into the bridge. One
of the most exacting jobs during construction was the adjust-
ment of the cables supporting the arch. An arrangement
was used in which two steel plates were mated to three
other plates with properly spaced bolt holes. A set of split
falls enabled the men to take the weight off the matched
plates while any necessary adjustment was made.
The speaker described the method used in shifting the
point of cable support outward as the arch progressed. As
each part of the arch proceeded toward the middle of the
river, modifications were necessary in the methods of getting
steel sections to their proper locations.
Where the arches met at the centre, provision had been
made for an 11 in. joint to be made by a fabricated keystone
piece. The accuracy of the design, production of sections,
and erection were shown by the fact that two sections of
the arch met with a difference of only about one inch in
their horizontal plane.
The completed bridge shows very simple and beautiful
lines in keeping with the setting in which it is placed. From
the point of view of safety, it is interesting to note that this
dangerous piece of work was completed with no fatalities
and no serious accidents.
News of Other Societies
ASSOCIATION OF PROFESSIONAL ENGINEERS
OF NEW BRUNSWICK
Professor E. O. Turner, m.e.i.c, professor of civil engin-
eering at the University of New Brunswick, Fredericton,
was elected president of the Association of Professional
Engineers of New Brunswick at the annual meeting held in
the Admiral Beatty Hotel, at Saint John, on January 29th.
Born at Harvard, Mass., U.S.A., in 1883, Professor Turner
received his engineering education at the Massachusetts
Institute of Technology where he graduated in 1914. In
1915 and 1916, he was engaged as a resident engineer with
the Massachusetts Highway Commission and from 1916 to
1917 he was instructor of highway engineering at Poly-
technic Institute of Brooklyn. In 1917, he enlisted and
served as a Second-Lieutenant, Air Service, in the U.S.
Army. In 1919 he became professor of civil engineering in
charge of that department at the University of New
Brunswick.
J. T. Turnbull, m.e.i.c, district highway engineer, De-
partment of Public Works of New Brunswick, of Saint
John, is the new vice-president of the Association.
ASSOCIATION OF PROFESSIONAL ENGINEERS
OF ALBERTA
At the annual meeting of the Association held on March
20th, 1943, at Edmonton, Vernon Pearson, m.e.i.c, mech-
anical superintendent, Department of Public Works of
Alberta, was elected president.
Born and educated in England, Mr. Pearson came to
Canada in 1910 and was employed with Lethbridge Iron
Works until 1914 when he became in charge of electrifica-
tion of the Canmore Coal Company property at Canmore.
Items of interest regarding activities of
other engineering societies or associations
In October, 1917, he became assistant chief engineer and a
year later was appointed chief engineer. From 1919 to 1923,
Mr. Pearson was superintendent of public utilities for the
town of Macleod, Alta. In June, 1923, he was appointed
Vernon Pearson, M.E.I.C.
mechanical superintendent of the provincial government of
Alberta. He resigned in 1928 to become manager of the
Edmonton branch of Electrical Engineers Limited. From
1931 to 1934, Mr. Pearson was in private practice under the
THE ENGINEERING JOURNAL April, 1943
231
firm name of Vernon Pearson Company. In 1930, he ac-
cepted the appointment of chief engineer and building
superintendent of the Royal Alexandra Hospital at Ed-
monton, a position which he occupied until 1937 when he
was appointed to the office which he now holds.
The other officers elected at the same meeting are: Vice-
president, J. Garrett, m.e.i.c, general manager, North-
western Utilities Limited, Edmonton; Councillors, N. W.
Macpherson, m.e.i.c, highway commissioner, Department
of Public Works, Edmonton; Professor J. W. Porteous, jr.
e.i.c, department of electrical engineering, University of
Alberta, Edmonton; A. Higgins, m.e.i.c, general mining
engineer, Institute of Technology, Calgary, Alta. ; J. S.
Irwin, m.e.i.c, consulting petroleum geologist, Calgary,
Alta.
The remaining councillors to act for one year are: A.
Griffin, m.e.i.c, assistant manager, department of natural
resources, C.P.R., Calgary, Alta.; P. M. Sauder, director
of water resources, provincial government, Edmonton, Alta. ;
J. McMillan, m.e.i.c, purchasing agent, Calgary Power
Company, Calgary, Alta.; E. H. Hunt, m.e.i.c, manager,
exploration department, McColl-Frontenac Oil Company,
Limited, Calgary, Alta.
QUEBEC CORPORATION HOLDS ITS ANNUAL
MEETING
A. O. Dufresne, m.e.i.c, a mining engineer of great
distinction, now deputy-minister of the Department of
Mines of Quebec, was elected president of the Corporation
of Professional Engineers of Quebec, at the annual meeting
held on March 27th, at the headquarters of the Engineering
Institute in Montreal.
Born at Montreal, Mr. Dufresne entered the Ecole
Polytechnique in 1907 and graduated in mining engineering
in 1911. He did post-graduate work at McGill University
and obtained a degree of Master of Science from this
Dufresne, M.E.I.C.
institution in 1913. During the early years of his career he
was engaged in geological surveys and prospecting work.
He later built up a successful practice as a mining engineer,
specializing in inspection work, geological examinations
and reports on mining properties. In 1929, he was called
to head the Quebec Bureau of Mines as director. In 1941,
Mr. Dufresne became deputy-minister of the Department
of Mines, Province of Quebec.
The other officers elected at the same meeting are C. C.
Lindsay, m.e.i.c, consulting engineer and land surveyor
of Montreal, vice-president; A. D. Ross, m.e.i.c, manager
of Canadian Comstock Company, Montreal, secretary-
treasurer. The councillors for the current year are: J. A.
McCrory, m.e.i.c, vice-president and chief engineer,
Shawinigan Engineering Company, Montreal; Adhémar
Laframboise, m.e.i.c, chief engineer, Eastern Canada
Steel and Iron Works Limited, Quebec; J. O. Martineau,
m.e.i.c, assistant chief engineer, Department of Highways,
Quebec; P. E. Poitras, m.e.i.c, mechanical engineer, Steel
Company of Canada, Montreal, E. A. Ryan, m.e.i.c,
consulting engineer, Montreal.
The report from the Membership Committee showed that
the efforts made to induce engineers to join the Corporation
were very successful and the indications are that the
results should be even more gratifying during the current
year.
In his valedictory address, President McCrory stressed
the importance of looking at the act establishing the
Corporation with a real professional attitude. The purpose
of this act was not so much to force engineers to join the
Corporation as to assure the public that engineering work
be carried on in the province only by those who are properly
qualified.
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, 1943:
For President:
Nevin E. Funk, Vice-President in Charge of Engineering, Phila-
delphia Electric Co., Philadelphia, Pa.
For Vice-Presidents:
(Middle Kastern District) — W. E. Wickenden, President, Case
School of Applied Science, Cleveland, Ohio.
(Southern District) — C. W. Ricker, Professor and Head of School
of Electrical Engineering, Tulane University, New Orleans, La.
(North Central District) — L. A. Bingham, Assistant Professor of
Electrical Engineering, University of Nebraska, Lincoln, Neb.
(Pacific District) — J. M. Gaylord, Chief Electrical Engineer,
Metropolitan Water District of Southern California, Los Angeles,
Calif.
(Canada District) — W. J. Gilson, General Manager, Eastern Power
Devices, Ltd., Toronto, Ont., Canada.
For Directors:
C. M. Laffoon, Engineering Manager, A.C. Generator Engrg. Dept.,
Westinghouse Electric & Mfg. Co., East Pittsburgh, Pa.
C. W. Mier, Engineer, Southwestern Bell Telephone Co., Dallas,
Texas.
S. H. Mortensen, Chief Electrical Engineer, Allis-Chalmers Mfg.
Co., Milwaukee, Wis.
For National Treasurer:
W. I. Slichter, Professor Emeritus
Columbia University, New York, N.Y.
of Electrical Engineering,
These official candidates, together with any independent
nominees that may be proposed later in the manner specified
by the Constitution and By-laws, will be voted upon by
the membership at the coming election this spring.
232
April, 1943 THE ENGINEERING JOURNAL
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Plumbing Practice and Design:
Volume 1 by Svend Plum. N.Y., John
Wiley and Sons, Inc. (c. 1943). 6 x 9% in.
$4.50.
Mechanical Handling Yearbook and
Manual, 1943:
London, Paul Elek (Publishers) Ltd.
5]/2 x 8Y2 in. 34/6d, -post free.
Engineering Law:
R. E. Laidlaw and C. R. Young. 2nd
edition. Toronto. The University of Toronto
Press, 1941. 6 x9\i in. $4.00.
1942 Book of A.S.T.M. Standards:
Including tentative standards. Part 3:
Nonmetallic materials — General. Phila-
delphia, American Society for Testing
Materials, 1943.
BEPORTS
Canadian Engineering Standards Associ-
ation:
By-Laws to govern the organization and
activities of administrative, sectional and
working committees. Approved by Execu-
tive Committee, March, 1941, and Main
Committee, July, 1942. Published Decem-
ber, 1942.
American Association of Engineers:
Standards on the classification and com-
pensation of professional engineering posi-
tions. Edition of 1942.
Canada — Department of Labour:
Report of the department for the fiscal year
ending March, 1942.
Edison Electric Institute:
Specifications for low and medium-voltage
pin-type lime-glass insulators approved by
Transmission and Distribution Committee,
1942.
General Electric Company — Research
Laboratory :
Electric discharges in vacuum and in gases
at loiu pressures by Dr. Irving Langmuir.
Manitoba Electrification Enquiry Com-
mission, 1942:
A farm electrification programme. Report
of the Commission.
Manitoba — Department of Mines and
Natural Besources:
Thirteenth annual report on mines and
minerals for year ending April, 1941.
Bell Telephone System — Technical Pub-
lications:
Monograph B-1352: Poles and pole treat-
ment— B-1353: The use of secondary elec-
tron emission for trigger or relay action —
B-1354' Some mechanical aspects of tele-
phone apparatus.
L'équation de Combustion:
Boleslaw Szczeniowski. Montreal, Ecole
Polytechnique, 1942.
Queen's University — Industrial Belations
Section — Bulletins :
No. 3: Vacations with pay in Canadian
Industry — No. 4: Economic welfare of
Canadian employees — No. 5: War-time
policy of the Dominion government — No. 6:
Trade union agreements in Canadian in-
dustry.
Proceedings of the sixth Industrial Rela-
tions Conference of the Industrial Relations
Section, September, 1941.
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
BOOK NOTES
The following notes on new books
appear here through the courtesy of the
Engineering Societies Library of New
York. As yet the books are not in the
Institute Library, but inquiries will be
welcomed at headquarters or may be
sent direct to the publishers.
A.S.T.M. STANDABDS ON PAINT, VAB-
NISH, LACQUES, AND BELATED
PBODUCTS
Prepared by Committee D-l on Paint, Var-
nish, Lacquer, and Related Products;
Specifications, Methods of Testing, Defini-
tions of Terms. Dec, 1942. American
Society for Testing Materials, Phila., Pa.,
1943. 408 pp., Mus., diagrs., charts, tables,
9x6 in., paper, $2.25.
This compilation of standards contains in
their latest form more than 120 specifications,
tests and definitions relating to paint, varnish,
lacquer and their constituents. A number of
specifications and tests are new.
APPLIED KINEMATICS for Students
and Mechanical Designers
By J. H . Billings, 2 ed. D. Van Noslrand
Co., New York, 1943. 320 pp., illus.,
diagrs., charts, tables, 9% x 6 in., cloth,
$3.25.
The principles governing motion and the
design of machine elements are presented. As
far as possible, simple graphical methods are
used. The illustrative material and problems
are related to engineering practice. Special
attention is given to acceleration.
(THE) ABMY ENGINEEBS IN REVIEW
By B. W. Ley son. E. P. Dutton & Co.,
New York, 1943. 202 pp., illus., maps,
charts, diagrs., 8x/i x 5x/2 in., cloth, $2.50.
This book describes the work of the Corps
of Engineers of the U.S. Army in peace and
in war. It also gives something of its history
and tell how it is organized and trained. Young-
men interested in joining the Corps will find
information on the training required and the
fields of work.
BIBLIOGBAPHY OF THE LITEBATUBE
BELATING TO CONSTITUTIONAL
DIAGBAMS OF ALLOYS (Institute
of Metals Monograph and Beport
Series No. 2)
Compiled, by J. L. Haughton. Institute of
Metals, 4 Grosvenor Gardens, London,
S.W.I, 1942. 163 pp., 8Yi x 5Y2 in., stiff
linen, 3s. 6d. net.
This valuable bibliography contains over
six thousand references to publications on the
constitution of alloys, arranged by alloys. In
addition to the original publications, reference
is also made to abstracts that appeared in
''Metallurgical Abstracts".
ECONOMICAL MINEBAL DEPOSITS
By A. M. Bateman. John Wiley & Sons,
New York; Chapman & Hall, London,
1942. 898 pp., illus., diagrs., charts, maps
tables, 9y2x 6 in., cloth, $6.50.
This work is intended primarily as an ele-
mentary textbook, but because of its com-
prehensiveness it will also be useful as a refer-
ence book to all those interested in the mineral
industry. Part 1, on general principles and
processes, describes the formation of mineral
deposits and their kinds, and describes briefly
the methods of prospecting, exploring and
developing them, as well as methods of
mining, milling and smelting. Parts 2 and 3
respectively discuss the deposits of metallic
and non-metallic minerals. The value of the
book is increased by numerous brief lists
of carefully selected references.
ELEMENTABY MATHEMATICS
By H. Levy. Ronald Press Co., New York
1942. 216 pp., illus., diagrs., charts, tables,
8x5 in., cloth, $1.50.
This is an interesting British text intended
primarily to assist students of aeronautics in
obtaining a solid foundation for further study.
The explanations are clear and simple, and
the range covered is a wide one, extending
from whole numbers and fractions to the use
of vectors, functions, etc. Students of science
generally will find the book helpful.
ELEMENTS OF SUPEBVISION
By W. R. Spriegel and E. Schulz. John
Wiley & Sons, New York; Chapman &
Hall, London, England, 1942. 273 pp.,
diagrs., tables, 9y2 x 6 in., cloth, $2.25.
Present rapid industrial expansion has
created a shortage of trained supervisors and
a need for texts which describe the functions
of supervisors and methods for training them.
The present book meets this need by giving
an account of the duties of the position, the
problems involved and the ways of meeting
them, and of practical methods of training.
ENGINEEBING MECHANICS
By G. N. Cox. D. Van Nostrand Co., New
York, 1943. 301 pp., diagrs., charts, tables,
9Y2x 6 in., cloth, $3.00.
In preparing this textbook, the author has
endeavoured to co-ordinate the desires of our
engineering teachers as expressed in the sur-
veys conducted by the Society for the Promo-
tion of Engineering Education. The book is
intended for undergraduate students majoring
in engineering, and calls for a working know-
ledge of physics and the calculus.
(THE) FEDEBAL POWEB COMMISSION
AND STATE UTILITY BEGULA-
TION
By R. D. Baum. American Council on
Public Affairs, Washington, D.C., 1942.
301 pp., 9 x 6 in., paper, $3.00; cloth,
$3.75.
This is a careful study of the relations with
the states of the Federal Power Commission.
The disputes as to jurisdiction that have
arisen, the experience of the Commission in
controlling water power, accounting, rates,
etc., and the efforts for collaboration are dis-
cussed. There is a bibliography.
FOBEMANSHIP AND SAFETY
By C. M. MacMillan. John Wiley & Sons,
New York; Chapman & Hall, London
1943. 101 pp., illus., tables, 8 x 5\i in.,
stiff paper, $1.00.
This little book explains, in clear, simple
language, the safety problems that confront
the foreman and the way they should be han-
dled. All important phases of everyday in-
dustrial accident prevention are discussed.
FBEQUENCY MODULATION
By A. Hund. McGraw-Hill Book Co., New
York and London, 1942. 375 pp., diagrs.,
charts, tables, 9Y2 x 6 in., cloth, $4.00.
This book is designed to meet the need for
an engineering treatment of all phases of fre-
quency modulation from the basic principles
to the design of commercial apparatus. The
treatment is a critical one, and the text is
complete in itself. The book will be of use
to the expert as well as to the student.
GAS WABFABE, the Chemical Weapon,
Its Use and Protection Against It
By A. H. Waitt. Duell, Sloan & Pearce,
New York, 1942. 327 pp., illus., diagrs.,
tables, 8Y2 x 5x/2 in., cloth, $2.75.
THE ENGINEERING JOURNAL April, 1943
233
A thorough, readable book of usefulness to
both civilian and soldier. The nature of the
gases used, their use in battle and methods
of protection and first aid are covered. The
tactics of chemical warfare are discussed in
some detail.
(A) GUIDE TO CATHODE RAY
PATTERNS
By M. Bly. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
39 pp., diagrs., paper, loose-leaf binder,
S 1.50.
This collection of cathode-ray patterns
summarizes in convenient form the types en-
countered in the usual course of laboratory
and test-bench work. Over one hundred forms
are shown. These have been collected from
many sources and brought together for ready
reference.
HANDROOK FOR PROSPECTORS AND
OPERATORS OF SMALL MINES
By M. W. von Bernewitz, revised by H. C.
Chellson. ^th ed. McGraw-Hill Book Co.,
New York and London, 1943. 541 pp.,
Mus., diagrs., charts, tables, 7x/i x 5 in.,
cloth, $4.00.
This well-known work has again been re-
vised and brought up to date. New tests have
been added as well as new chapters on crystals,
on ore dressing and treatment and weights
and measures, calculations, etc. Details of the
United States Mining Law are given. Espe-
cially, the data useful to the small-mine owner
have been enlarged.
HANDROOK OF RRICK MASONRY
CONSTRUCTION
By J. A. Mulligan. McGraw-Hill Book
Co., New York and London, 1942. 526 pp.,
Mus., diagrs., charts, tables, 9l/i x 6 in.,
cloth, $5.00.
The materials used in bricklaying and brick
masonry construction are discussed in a prac-
tical way and more comprehensively than in
any other book. Much information is provided
on strength of masonry, on estimating brick-
work, on special types and shapes and on tests.
Such topics as underpinning with brickwork,
boiler settings, fireplaces and chimneys, pav-
ing, swimming pools and timbrel arches are
given special notice.
(THE) HYPERGEOMETRIC AND
LEGENDRE FUNCTIONS WITH
APPLICATIONS TO INTEGRAL
EQUATIONS OF POTENTIAL
THEORY
By C. Snow. U.S. Bureau of Standards,
Washington, D.C., 1942. 319 pp., photo-
offset of longhand, diagrs., 11 x 9Yi in.,
paper, $2.00.
This work has been compiled for workers
in applied mathematics and is intermediate
between tables of the numerical values of these
functions and a treatise on their pure theory.
The linear and quadratic transformations and
analytic continuations of the ordinary hyper-
geometric function are derived and written
out at length with special space devoted to
the associated Legendre functions, and to a
smaller extent Heun's generalization of the
hypergeometric function. Many applications
to potential theory are developed.
MACHINE DESIGN
By P. H. Hyland and J. B. Kommers.
S ed. McGraw-Hill Book Co., New York
and London, 1943. 562 pp., Mus., diagrs.,
charts, tables, 9l/2 x 6 in., cloth, $4.50.
This is a carefully illustrated college text-
book covering the elements of machine design
and containing numerous problems. This
edition has been revised throughout, new
material replacing old wherever necessary.
MANUAL OF SHIP CONSTRUCTION
By G. C. Manning. D. Van Nostrand Co.,
New York, 1942. 319 pp., Mus., diagrs.,
charts, tables, 9 x 5Y2 in., cloth, $2.75.
The purpose of this book is to explain the
fundamental principles of naval architecture
to operating officers in the merchant marine
and to cadets preparing for that service. The
subject is treated as simply as possible, with
emphasis upon the portions of most interest
to the officer.
METALLOGRAPHY
By C. H. Desch. 5th ed. Longmans, Green
& Co., London, New York and Toronto,
1942. 408 pp., Mus., diagrs., charts, tables,
9 x 5l/2 in., cloth, $8.00.
The new edition of this popular textbook
is a reprint of the fourth edition with an
appendix which calls attention to certain work
done during recent years. The book affords a
good introduction to the subject and is espec-
ially useful because of its ample references to
the literature of metallography.
NOXIOUS GASES and the Principles of
Respiration Influencing Their Action
(American Chemical Society Mono-
graph Series No. 35)
By Y. Henderson and H. W. Haggard.
2 rev. ed. Reinhold Publishing Corp., New
York, 1943. 294 pp., diagrs., charts, tables,
9Y2 x 6 in., cloth, $3.50.
In this work two experienced physiologists
review the poisonous gases and vapors and
discuss their effects and the methods of treat-
ment. The book is designed for chemits, engi-
neers and others engaged in industry, and
covers all the noxious gases that occur in in-
dustry. The functions of respiration are con-
sidered, as well as methods of protection
against poisoning.
PHOTOGRAMMETRY
By H. O. Sharp. 3 ed. John Wiley & Sons,
New York; Chapman & Hall, Ltd., Lon-
don, 1943. 129 pp., Mus., diagrs., charts,
tables, liy2 x 8x/2 in., cloth, $8.50.
This book provides an exposition of the
fundamental principles involved in both ter-
restrial and aerial photographic surveying,
together with a discussion of the application
of these principles to map making. The work
is intended for use as a text and for office refer-
ence. The cameras, instruments and methods
which have proved satisfactory are described.
The analytical solution of photogrammetric
problems is discussed as is the use of the
photograph in land surveying. Map repro-
duction is treated in some detail.
PLASTICS, Prohlems and Processes
By D. E. Mansperger and C. W. Pepper.
2 ed., edited by W. H. Varnum. Interna-
tional Textbook Co., Scranton, Pa., 1942.
350 pp., Mus., diagrs., charts, tables,
9l/2x 6 in., cloth, $3.00.
This manual is intended for students of in-
dustrial art, home craftsmen and others in-
terested in working plastics on a small scale.
The materials available, tools needed and
methods of working are described, and designs
and instructions given for ninny useful or
ornamental articles. Lists of suppliers of
materials and equipment are given. The in-
formation is practical and well presented.
(THE) PRINCIPLES OF METALLO-
GRAPHIC LARORATORY
PRACTICE
By G. L. Kehl. 2 ed. McGraw-Hill Book
Co., New York and London. 1943. 453 pp.,
Mus., diagrs., charts, tables, 9x/2 x 6 in.,
cloth, $4.00.
This textbook presents the principles of
physical metallurgy which underlie effective
laboratory practice, and is intended to bridge
the gap between theoretical physical metal-
lurgy and its practical application in the
laboratory. The new edition follows the plan
of the previous one, but has been revised to
include recent advances.
QUESTIONS AND ANSWERS FOR
MARINE ENGINEERS, Rook III
—AUXILIARIES
"Marine Engineering and Shipping Re-
■ view" published by Simmons-Boardman
Publishing Corp., New York, 1943. 139 pp.
diagrs., tables, 8x5 in., paper, $1.00.
This little manual contains material selected
from the Questions and Answers department
of "Marine Engineering and Shipping Re-
view". The questions refer to practical diffi-
culties encountered in operating pumps, con-
densers, refrigerating equipment, evaporators
and other auxiliary equipment of ships.
RAILWAY ENGINEERING AND MAIN-
TENANCE CYCLOPEDIA, 5th ed.
1942
Edited by E. T. Howson and others. Sim-
mons-Boardman Publishing Corp., Chi-
cago, III., and New York, N.Y. 1,224 PP-,
Mus., diagrs., charts, maps, tables, 12 x 8
in., fabrikoid, $5.00.
The Encyclopedia is designed to cover thor-
oughly the best practice of American railways .
with regard to the materials, devices and pro-
ducts used in the construction and mainte-
nance of the fixed properties. Sections are de-
voted to Track, Bridges, Water Service,
Signals and General Topics. Each technical
discussion is supplemented by material pre-
pared by manufacturers, discussing their pro-
ducts in detail. The new edition has been
thoroughly revised and partly rewritten.
SHIP STRUCTURE AND RLUEPRINT
READING
By H. L. Heed. Cornell Maritime Press,
New York, 1942. 258 pp., Mus., diagrs.,
charts, tables, ~y2 x 5 in., cloth, $2.50.
Blueprint reading is presented here solely
from the point of view of men engaged in
building ships. The shapes and structures
which the prints represent are described in
detail. A glossary of shipbuilding terms is
given.
STRATIGRAPHY OF THE EASTERN
AND CENTRAL UNITED STATES
By C. Schuchert. John Wiley & Sons, New
York, 1943. 1,013 pp., Mus., diagrs.,
charts, maps, tables, 9x6 in., cloth, $15.00.
The main object of the late Dr. Schucherts
monumental work on the historical geology
of North America is to present the data upon
which are built a series of Raps depicting the
ancient geographies, and to throw light upon
the causes that change the relative levels of
land and sea. In this, the second volume of
the work, the author discusses the stratigraphy
of thirty eastern and central States, including
Texas. An enormous mass of data is organized
systematically, with references to sources,
forming a reference work of permanent use-
fulness.
STRUCTURAL GEOLOGY
By M. P. Billings. Prentice-Hall, New
York, 1942. 473 pp., illus., diagrs., charts,
maps, tables, 9] £ X 6 in., cloth, $4.50.
This is an elementary textbook, confined to
the study of relatively local structural units,
in which the emphasis is on principles, meth-
ods and technique. The structure of specific
local areas is not discussed, except to illustrate
principles. Laboratory exercises and problems
are provided.
TARLE OF ARC TAN X
Prepared by the Federal Works Agency,
Work Projects Administration for the City
of New York, as a Report of Official Project
No. 165-2-97-22, Mathematical Tables
Project.
A. N. Lowan, Technical Director; con-
ducted under the sponsorship and for sale
by the National Bureau of Standards,
Washington, D.C., 1942. 169 pp., tables,
11 x8 in., cloth, $2.00.
This table of the inverse tangent is claimed
to be the most comprehensive yet published.
The angle is given in radians, and the function
is calculated to twelve decimals, calculated
over the range of x from 0 to 10,000.
TELEVISION STANDARDS AND PRAC-
TICE, Selected Papers from the Pro-
ceedings of the National Television
System Committee and Its Panels
234
April, 1943 THE ENGINEERING JOURNAL
Edited by D. G. Fink. McGraw-Hill Book
Co., New York and London, 1943. Jflo pp.,
illus., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $5.00.
This volume has been compiled from the
Proceedings of the National Television System
Committee, on which are based the standards
for television broadcasting in use in this coun-
try. The papers chosen for the present book
are those that directly underlie the official
standards. They comprise a symposium on
the engineering problems of the television
engineer and the radio industry.
(THE) THEORY AND PRACTICE OF
HEAT ENGINES
By D. A. Wrangham. The Macmillan Co.,
New York; University Press, Cambridge,
England, 1942. 756 pp., illus., diagrs.,
charts, tables, 10 x 7 in., cloth, $10.50.
This is a general textbook, which provides
an introduction to the various sections of this
large subject. Air compressors and motors,
reciprocating steam engines, steam conden-
sers, steam turbines, gas, gasoline and oil
engines, steam boilers, refrigeration, combus-
tion, etc., are discussed with the aid of excel-
lent diagrams.
(THE) THEORY OF THE PHOTO-
GRAPHIC PROCESS
By C. E. K. Mees. Macmillan Co., New
York, 1942. 1,124 PP-, illus., diagrs.,
charts, tables, 9Y2 x 6 in., cloth, $12.00.
During the last fifty years a fund of know-
ledge of the photographic process has been
built up, which is. scattered through many
journals. The present volume is a general
handbook of the subject, which provides a
guide to the literature and a summary of
its conclusions. The author has had the
assistance of many specialists. There are
bibliographies with each chapter.
TOOL DESIGN (Rochester Technical
Series)
By C. Donaldson and G. H. LeCain.
Harper & Brothers, New York and Lon-
don, 1943. 443 pp., illus., diagrs., charts,
tables, 9Yi x 6 in., cloth, $3.75.
This textbook presents the general methods
of tool design in a practical way, with many
applications of the principles to practical
problems. The design of punches, dies, gages,
jigs, fixtures and cams is discussed, as well as
the tooling of automatic screw machines and
turret lathes.
TOOL DESIGN AND TOOL ENGINEER-
ING
By J. G. Jergens. John G. Jergens, 4280 E.
119 St., Cleveland, Ohio, 1942. 106 pp.,
diagrs., tables, liy2x9 in., paper, $2.00.
A'collection of articles, drawings and tables
of interest to tool designers and engineers.
Includes many examples of clamps, cams,
tools, fixtures, etc.
TRANSIENTS IN LINEAR SYSTEMS,
Studied by the Laplace Transforma-
tion. Vol. 1. Lumped-Constant
Systems
By M. F. Gardner and J. L. Barnes. John
Wiley & Sons, New York; Chapman &
Hall, London, 1942. 389 pp., diagrs.,
charts, tables, 9y2 x # in., cloth, $5.00.
This exposition of the subject is intended
primarily for graduate students of electrical
and mechanical engineering, but can also be
used for graduate work in mathematical
physics and applied mathematics. Volume one
deals with lumped-constant systems. The book
contains an extensive bibliography.
ULTRA-HIGH-FREQUENCY
TECHNIQUES
By J. G. Brainerd, G. Koehler, H. J. Reich
and L. F. Woodruff. D. Van Nostrand Co.,
New York, 1943. Ninth printing, 570 pp.,
diagrs., charts, tables, 9x/i x 6 in., cloth,
$4.50.
This textbook was compiled to meet the
demand for engineers and physicists with
training in ultra-high-frequency work aroused
by the war. It is based on a syllabus of the
course now being given in various colleges,
and represents the minimum basis for tech-
nical work in its field. In addition to the text,
there is an excellent bibliography.
WEATHER SCIENCE, an Illustrated
Outline of
By C. W. Barber. Pitman Publishing
Corp., New York and Chicago, 1943. 248
pp., illus., diagrs., charts, tables, maps,
9l/2x6 in., cloth, $2.50.
This concise textbook presents the course
in meteorology, developed at the U.S. Naval
Air Station at Lakehurst for training Naval
Air Cadets. The subject is clearly presented,
with profuse use of visual aids and with many
questions.
PSYCHOLOGY FOR BUSINESS AND
INDUSTRY
By H. Moore. 2 ed. McGraw-Hill Book
Co., New York and London, 1942. 526 pp.,
illus., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $4.00.
This text is devoted especially to those
aspects of psychology which have been shown
to be of value in the business and industrial
worlds. The practical personnel problems of
testing applicants for positions, appraising
employees, training, promotion, accidents,
fatigue, etc., are discussed, together with the
psychological factors in selling. The new edi-
tion has been carefully revised.
QUESTIONS AND ANSWERS FOR
MARINE ENGINEERS, Book II—
Engines
Compiled by H. C. Dinger. Marine Engi-
neering and Shipping Review, Simmons-
Boardman Publishing Corp., New York,
1942. 186 pp., diagrs., charts, tables, 8 x
5y<i in., paper, $1.00.
This book, containing a collection of ques-
tions and answers which have appeared in
"Marine Engineering and Shipping Review",
is the second of a series dealing with practical
problems that confront marine engineers. This
volume is concerned with steam engines, both
reciprocating and turbine. The information
deals with practically every situation.
READING AS A VISUAL TASK
By M. Luckiesh and F. K. Moss. D. Van
Nostrand Co., New York, 1942. 428 pp.,
illus., diagrs., charts, tables, 8Y2 x 5l/2 in.,
cloth, $5.00.
Describes the work of the authors in en-
deavouring to make a scientific analysis of the
visual task of reading. The criteria of read-
ability which have been developed, and the
devices and techniques which can be used to
measure readability are discussed, and certain
conclusions drawn. The book is a pioneer effort
in a relatively unexplored field. There is a
bibliography.
SCIENCE IN PROGRESS
By H. Shapley, E. Hubble, H. A. Bethe,
V. K. Zworykin, P. W. Bridgman, L. S.
Marks, J. Franck, J. G. Kirkwood, P. H.
Long and H. Mark; edited by G. A. Bait-
sell. 3rd series. Yale University Press, New
Haven, Conn.; Humphrey Milford, Oxford
University Press, London, 1942. 322 pp.,
illus., diagrs., charts, tables, 9x/2 x 6 in.,
cloth, $3.00.
Contains ten lectures by distinguished
scientists who discuss the results of recent re-
search work in various scientific fields. The
subjects considered in this volume include:
galaxies, the expanding universe, energy pro-
duction in the stars, image formation by elec-
trons, recent work in high pressures, power
generation, photosynthesis, the structure of
liquids, sulfanilamide and synthetic rubber.
The SCIENCE OF MECHANICS
By E. Mach, translated from the German
by T. J. McCormack. Open Court Publish-
ing Co., La Salle, 111., and London, 1942.
635 pp., illus., diagrs., tables, 8 x 5Y2 in.,
cloth, $3.50.
The new edition of this classic makes avail-
able again a work that has been out of print
for more than a decade. It has been revised
according to the ninth German edition, and
the alterations and additions formerly printed
as appendices and in a supplementary volume
have been incorporated in the text, with great
improvement in readability.
STRESSES IN FRAMED STRUCTURES
Edited by G. A. Hool and W. S. Kinne,
revised by R. R. Zipprodt and G. C. Ernst.
2 ed. McGraw-Hill Book Co., New York
and London, 1942. 642 pp., diagrs., charts,
tables, 9Y2 x 6 in., cloth, $5.00.
The first edition of this reference book on
the stresses in framed structures appeared
twenty years ago and has been widely used.
The present edition has been thoroughly re-
vised to correspond with modern practice. The
book covers the principles of statics, reactions,
moments and shears in beams and trusses, in-
fluence lines, methods of computing stresses
in roof and bridge trusses, determination of
stresses in lateral trusses and portal bracing,
etc.
STRUCTURAL PETROLOGY OF
DEFORMED ROCKS
By H. W. Fairbairn. Addison-W esley
Press, Kendall Square Bldg., Cambridge,
Mass., 1942. 143 pp., illus., diagrs.,
charts, tables, 11 x 9 in., paper, spiral
binding, $5.00.
The subject of structural petrology has
aroused increasing interest during the last dec-
ade, and this book is a welcome addition to
the small number available. The author pre-
sents an up-to-date account of knowledge in
this field, with some attempt at interpretation
of the facts. The book is intended for experi-
enced geologists and petrographers, not for
beginners. There is a full bibliography.
TOWN PLANNING AND ROAD TRAFFIC
By H. A. Tripp, foreword by P. Abercrom-
bie. Edward Arnold & Co., London; Long-
mans, Green & Co., New York, 1942. 118
pp., diagrs., charts, 9 x 5Yi in., cloth, $3.25.
The author, who is Assistant Commissioner
of Police at Scotland Yard, has attempted to
"review in outline the whole field of traffic
direction, its supervision and control, the mak-
ing and enforcement of traffic law, and the
relevant problems of public opinion and psy-
chology, and of town and country planning."
DIFFERENTIAL EQUATIONS
By R. P. Agnew. McGraw-Hill Book Co.,
New York and London, 1942. 341 pp.,
diagrs., charts, tables, 9% x 6 in., cloth,
$3.00.
Offers a first course in the subject for those
with a working knowledge of algebra, trigon-
ometry and elementary calculus. Is intended
to give a mastery of the techniques by which
differential equations are obtained and solved,
and by which the solutions are applied.
PROCEEDINGS OF THE FIRST SOUTH-
ERN CALIFORNIA MANAGEMENT
CONFERENCE
"Manning and Managing Our Arsenal,"
held at California Institute of Technology,
Pasadena, (apply), May 2, 1942. 49 pp.,
tables, 11% x 9 in., paper, $1.00.
The papers here presented under the general
theme of "Manning and Managing Our
Arsenal" discuss such fundamental subjects as
inventory and production control, the training
of workers, and foremanship. In addition, at-
tention is given to current problems of pro-
duction, co-operative subcontracting, retool-
ing for war work, and women in war industries.
(Continued on page 237)
THE ENGINEERING JOURNAL April, 1943
235
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
April 1st, 1943
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
circumstances 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
BEEDHAM— GEORGE HERBERT, of 29 Clowes Ave., Leaside, Ont. Born at
Sheffield, England, Sept. 21st, 1894; Educ: 1908-12, evening classes, dept. of applied
science, Sheffield Univ., 1909-13, ap'ticeship in engrg., B. M. Renton Co., Sheffield.
Course in metallurgy (lectures only), Ont. Chapter, Amer. Soc. for Metals; 1915-17,
journeyman fitter and turner i/c forge repairs, Thos. Firth & Sons, Sheffield; 1917-
19, engine room artificer, destroyers and submarines, Royal Navy; 1919-20, tool
designer, Lincoln Machine Tool Co., Pawtucket, R.I.; with J. &. J. Taylor, safe
works, Toronto, as follows: 1913-15 and 1919 (Apr. -Aug.), dftsman., 1920-29, senior
dftsman., design work on numerous bank vault jobs, also safes for radium protection,
etc., 1929-36, chief dftsman and vault engr., 1936-37, vault engr., doing technical
engrg. in South Africa, Australia, New Zealand, setting up exhibits, etc., 1937-39,
design and engrg. on new prison at Hull, Que., etc.; 1939 to date, meeh. engr., Lablaw
Groceterias Co., Toronto, i/c all mech. equipment in 114 stores and large ware-
house and mfg. depts., power plant, refrigeration and air conditioning plant, etc.
References: H. R. BrowneU, G. H. Tate, E. G. T. Taylor, T. M. West, S. R. Frost.
BJERRING— KARI HERBERT, of 5616 McLynn Ave., Montreal, Born at
Winnipeg, Man., July 15th, 1911. Educ: B.Sc. (Elec), Univ. of Man., 1934; 1928-
33 (summers), rodman, laborer, tracer, dftsmn. and engr. on ground-testing, and
1935, storekeeper, Manitoba Power Commission; 1936-38, junior assessor, land and
bldgs., City of Winnipeg; 1938-39, engr., air conditioning divn., Toronto district,
Canadian General Electric, design of ducts, design and layout of hot water, steam,
and vapor heating systems; 1939 to date, eng., Defence Industries Ltd., Montreal,
design and specifications for compressed air and refrigeration installns., steam and
air distribution systems.
References: H. D. Karn, A. G. Moore, J. R. Auld, I. R. Tait, J. M. Crawford.
BRADEN— NORMAN SHORT, of Hamilton, Ont. Born at Indianapolis, In-
diana, June 15th, 1869; Educ: 1884-87, special course, Whitman College, Walla
Walla, Wash. R.P.E. of Ont.; 1892-94, test and erection engr., Janney Electic
Motor Co., Indianapolis; 1895-98, sales and erection engr., Cleveland, Ohio; 1899-
1903, sales engr., Westinghouse Electric & Mfg. Co.; with Canadian Westinghouse
Co. Ltd., as follows: 1904-19, mgr. of sales, 1919-25, vice-president, 1925 to date,
director, and 1940 to date, vice-chairman of board.
References: T. H. Hogg, J. Morse, H. G. Acres, H. A. Cooch, W. L. McFaul, F.
A. Gaby.
CRANE— GEORGE JOSEPH, of Buckingham, Que. Born at London, Eng.,
April 29, 1917; Eudc: B.A.Sc, Univ. of B.C., 1941; 1941-42, test course, Canadian
General Electric Co.; 1942 to date, elect'l supt., Electric Reduction Co., Bucking-
ham, Que.
References: J. N. Finlayson, C. E. Sisson, G. R. Langley, R. M. Prendergast,
W. M. Cruthers, H. J. MacLeod, D. Anderson.
HOLDEN— ALEXANDER HERBERT, of Brownsburg, Que. Born at Toronto,
Ont., Aug. 24, 1917; Educ: B.A.Sc, Univ. of Toronto, 1939; 1937 (summer), control
lab., Abitibi Paper Co., Fort William; 1938 (summer), constrn., H.E.P.C. of Ontario,
Sudbury; 1939 (summer), plant standards dept., Swift Canadian Co., Toronto;
1939-40, process research, 1940-41, asst. chief chemist, 1941 to date, ballistics engr.,
Canadian Industries Ltd., Dominion Ammunition Divn., Brownsburg, Que.
References: O. Holden, C. L. Johnson, J. W. Houlden, R. Bruce, C. H. Jackson.
LANGELIER— J. NAPOLEON, of Montreal East, Quebec Born at L'Islet,
Que., March 26, 1885; Educ: B.A.Sc, CE., Ecole Polytechnique, 1910; R.P.E.
Quebec; 1910-15, asst. engr., City of Outremont; 1915-21, chief engr., Town of
Pointe-aux-Trembles, Que.; 1922-25, general mgr. and town engr., Town of LaTuque,
Que.; 1925-40, general mgr., town engr., Town of Montreal East, Que. 1940 to date,
chief engr. of the Montreal Metropolitan Commission; engr. and inspr. of the town»
of Montreal North, St. Michel and Pointe-aux-Trembles, under the control of the
Montreal Metropolitan Comm.
References: H. Gaudefroy, J-A. Lalonde, H. Massue, A. Circé, A. Cousineau.
MURPHY— BRUNELLE NEIL, of Vancouver, B.C. Born at Fort William,
Ont., Nov. 7th, 1907; Educ: Corres. course; 1927-28, Paradise Mine; 1928-30, con-
strn. dept., C.P.R.; 1931-32, West Kootenay Light & Power Co., 1932-36, mtce.,
C.P.R.; 1937-39, supt. and engr. in charge, Reeves MacDonald Mines Ltd., Salmo,
B.C.; 1939-41, asst. chief engr. i/c all staff-examination and development work of
mines in B.C. for Canadian Exploration Ltd., Vancouver; Engr. i/c military road,
Ucluelet-Tofino Airdrome; 1941 to date, office and equipment engr., i/c mtce., repair
and purchase of all equipment, Coast Construction Co. Ltd., Vancouver, B.C.
References: C. R. Crysdale, K. Dicosn, J. P. Coates, T. C. MacNabb, T. F.
Francis, G. T. Chillcott.
SCARLETT— ARTHUR ALFRED, of Hamilton, Ont. Born at Toronto, Jan.
1st, 1890; Educ: B.A.Sc. Univ. of Toronto, 1913; R.P.E. Ontario; 1913, Westing-
house Machine Co.; 1913-14, H.E.P.C. of Ontario; 1915-18, shell production; with
International Harvester Co., of Hamilton, Ont., as follows: 1919-24, designer, 1924-
27, asst. supt. of experiments, 1927-35, asst. chief engr., 1935-to date, chief engineer.
References: N. A. Eager, W. J. W. Reid, W. D. Black, H. A. Cooch, W. McFaul.
SEGSWORTH, R. SIDNEY, of 82 Cliveden Ave., Toronto, Ont. Born at Win-
chester, Ont., May 23rd, 1910; Educ: B.A.Sc, Univ. of Toronto, 1935; 1930-32,
inspr. on constrn. of trunk sewers and disposal plant for town of Brampton; 1932
(Feb. -Sept.), operated own machine shop; 1933-35, supt., Algoma Summit Mines,
prelim, development work, installn. of experimental metallurgical equipment; 1935-
36, demonstrator, dept. of mech. engrg., Univ. of Toronto; 1936 to date, develop-
ment engr., General Engineering Company (Canada) Ltd., Toronto, principally on
design and installn. of mining and milling plants; also on specifying, purchasing,
design, installn. and testing of equipment for above. At present in charge of develop-
ment dept.
References: C. F. Morrison, E. A. Allcut, R. W. Angus, E. R. Graydon, R. H. Self.
SMITH— STANLEY EDWIN, of 95 Windsor Ave., London, Ont. Born at
Dargaville, New Zealand, Feb. 21st, 1905; Educ: 1924-31, Auckland University
College (5 years part time study). B.A., Queen's Univ., 1935. Theology Diploma,
Knox College, Toronto, 1938. Post-Graduate course in Theology and German, Basle
Univ., Switzerland, 1938-39; 1923-24, ap'tice to borough engr., Onehunga Borough
Council, Auckland, N.Z., surveys, design, supervn. for constrn. of new roads, sewers
and mtce.; 1927-28, part time employment, while a full time student, testing lumber
under N.Z. State Forest Service; 1928-31, civil engr., Mount Albert Borough Council,
Auckland, N.Z., surveys, design, supervn., estimates, specifications for new roads,
sewers, bldgs., parks, etc; 1932, left New Zeland to study for ministry; 1939-42,
minister in charge of churches in Regina and Hamilton; July, 1942, to date, instr'man.,
mtce. of way, C.N.R., London, Ont.
References: J. Ferguson, E. R. Logie, E. G. Hewson, H. G. Stead, S. B. Wass.
TITUS— OLCUTT, of Toronto, Ont. Born at Weston, Ont., April 24th, 1896;
Educ: B.A.Sc. (Elec), Univ. of Toronto, 1917. R.P.E. of Ont.; 1913-16 (summers),
elec. mtce. and constrn., Toronto Power Co., Niagara Falls, Ont.; 1917-19, Lieut.,
Can. Engrs., C.E.F.; 1929 to date, with Standard Underground Cable Co. of Canada
and Canada Wire & Cable Co. Ltd., 1929-37, elec. engr., 1937-40, chief elec. engr.,
and 1940 to date, chief engr.
References: J. B. Challies, J. Morse M. J. McHenry, W. P. Dobson, A. H. Hull,
O. Holden.
WAINES— RUSSELL TALBOT, of 43 Albertus Ave., Toronto, Ont. Born at
Dunnville, Ont., Aug. 31st, 1901; Eudc: B.A.Sc, Univ. of Toronto, 1925; 1922-23-24
(summers), G. B. Meadows & Hamilton Gear & Machine Co. Ltd.; 1926 (4 mos.),
Cleveland Electric Illuminating Co.; 1925-26, 1928 and 1930, mach. design lab.,
Univ. of Toronto; 1926-27, and 1930-32, engr. on various jobs incl. testing and
inspecting controllers and motors, elevator design, etc., Turnbull Elevator Co. Ltd.;
236
April, 1943 THE ENGINEERING JOURNAL
1933-34, Mills Mining Machinery Co. Ltd., i/c dfting. room, also design of ore
crushing machy., etc.; 1935-42, estimator, salesman, costs, etc., also acting erection
mgr., Turnbull Elevator Co. Ltd.; 1942 to date, mech. engr., Dominion Bridge Co.
Ltd., Toronto, Ont.
References: H. S. Irwin, W. H. M. Laughlin, F. E. Wellwood, R. W. Teagle,
E. A. Allcut.
VAN WINCKLE— JACK MULLEN, of 2555 Bloor St. West, Toronto. Born at
Toronto, April 28, 1915; Educ: B.A.Sc. (Mech.), Univ. of Toronto, 1940; 1937-38,
(summers), Steel Co. of Canada; 1939 (summer), Plibrico Jointless Firebrick Co.;
1940-41, second i/c engrg. dept., 1941 to date, mechanical engr. i/c engrg. dept.,
responsible for new layout, mtce. and repair of plant, Steel Co. of Canada, Ltd.,
Swansea Works.
References: R. F. Legget, C. R. Young, E. A. Cross, W. W. Fotheringham, J. J
Spence.
WIDDIFIELD— IVAN STEWART, of Toronto, Ontario. Born at Toronto, Aug.
21st, 1911; Educ: B.Sc, Queen's Univ., 1935; R.P.E. Ontario; 1931, 1934-5, (sum-
mers), Hydro Electric Power Commission; 1936-41, asst. to plant engr., Norton
Co., Chippawa, Ontario; 1941 (6 mos.), supervising elect'l. engr., on design and
constrn. of Allied War Supplies Corp. project, Scarboro, for Ontario Electrical
Construction Co.; at present elect'l. supt., General Engineering Co. (Canada) Ltd.,
on A.W.S.C. project, Scarboro.
References: W. D. Bracken, G. Morrison, C. G. Cline, R. H. Self, R. C. McMordie,
E. A. Cross.
WILCOCK— WALTER, of 521 McDougal St., Windsor, Ont. Born in Lan-
cashire, England, June 6th, 1903; Educ: 1917-24, Wigan Technical College; 1917-24,
ap'ticeship, workshops and drawing office, Richard Evans & Co. Ltd., St. Helens,
Lanes., England; 1924-25, with Cross, Eccles & Co., gen. engrs.; 1925-27, misc.
work in Canada; 1927-28, outside service foreman, and from 1928 to date, i/c of
engrg. consisting of all constrn., mtce., pipe line, locations and office records, Windsor
division, Union Gas Co. of Canada Ltd., Windsor, Ont.
References: C. G. R. Armstrong, J. E. Daubney, W. J. Fletcher, J. C. Keith,
G. E. Medlar.
FOR TRANSFER FROM JUNIOR
BARNHOUSE— FRANK WILLIAM, of 9 Caldow Road, Toronto. Born at
Edmonton, Alta., May 19, 1909; Educ: B.Sc. (Elec), Univ. of Alta., 1934; R.P.E.
of Ontario; 1929-30 and 1931-32 (summers), electrician with Fred Davies, elect'l
contractor, Edmonton; 1932-33 (summers) constr'n of elect'l substations, Calgary
Power Co., Edmonton; 1933-34, i/c elect'l install'ns on electric gold dredge, McLeod
River Gold Mining Co.; with Canadian General Electric Co. as follows: 1934-35,
test course, Peterborough; 1935, student engr., Toronto; 1936-39, wire and cable
sales engr., Toronto; 1939-40, i/c of application engrg. work in regard to sale of
elect'l wires and cables; 1940 to date, asst. mgr. of Wire & Cable Dept., Toronto.
(St. 1933, Jr. 1938).
References: H. J. MacLeod, W. E. Cornish, J. L. Balleny, W. T. Holgate, J.
Cameron.
BLACK— FRANK LESLIE, of 41 Maple Ave., Shawinigan Falls, Que. Born
at Moncton, N.B., Sept. 14, 1909; Educ: B.Sc. (Elec), N.S. Tech. Coll., 1931;
1929 (summer), survey party, Geological Survey, 1930 (summer) electrician, Shaw-
inigan Engrg. Co.; 1931 (winter) radio serviceman, Maritime Accessories, Ltd.;
1932-35, instructor, Engrg. Dept., Mount Allison Univ.; 1935-37, junior engr. on
line constrn., and 1937-40, asst. engr. on elect'l design, N.B. Electric Power Com-
mission; 1940-41, asst. elect, supt., and 1941 to date, electr. supt., Belgo Division
Consolidated Paper Corp., Shawinigan Falls. (St. 1930, Jr. 1934).
References: H. W. McKiel, G. A. Vandervoort, J. P. Mooney, E. B. Wardle,
W. A. E. McLeish, E. R. McMuUen, L. B. Stirling!
DUNNE— CHARLES VINCENT, of Sydney, N.S. Born at Ottawa, Ont., Dec.
11, 1907; Educ: B.Eng. (Civil), McGill Univ., 1935; 1929 (summer) dftsmn. and
1930 (summer), rodman, Boston & Maine RR., Boston, Mass.; 1935 (summer),
asst. party chief, Geological survey, Kapuskasing; 1936-38, constrn. engr., i/c new
digester and blowpit bldgs., New Beach plant, E. B. Eddy Co.; 1938-39, chief engr.
for contractor on Mont Laurier -Senneterre Highway; 1939 (summer), engr., road
constrn., Noranda; 1939-40, constrn. engr., Masonite Corp., Gatineau Mills, Que.;
1940, junior engr., Dept. Public Works, Ottawa; 1941 to date, res. engr., i/c of
naval constrn., Works & Bldgs. Branch, Naval Service, Sydney, N.S. (Jr. 1937).
References: K. M. Cameron, R. DeL. French, A. N. Ball, D. G. Kilburn, R. E.
Jamieson, F. Alport.
FRANCIS— JOHN BARTEN, of 4835 Grosvenor Ave., Montreal. Born at Saint
John, N.B., May 2, 1909; Educ: B.Sc (Elec), McGill Univ., 1930; Summers, 1928,
material checker, 1929-30, asst. to supt., distribution dept., Shawinigan Water &
Power Co.; 1930-32, testing electl. apparatus, General Electric Co., Schenectady,
N.Y.; 1933-34, blueprints and dfting., Imperial Oil Refineries, Montreal; 1934-35,
junior engr., Windsor, Ont., 1935-39, junior engr., asst. to supervising power engr.,
design of boiler plants, steam distribution, compressed air, refrigerating systems,
etc., Canadian Industries, Ltd., Montreal; 1939-41 C.I.L. and D.I.L., Montreal,
design engr., i/c design of steam distribution systems, etc.; 1941-43, project engr.,
i/c designing and equipping small arms ammunition plants, Defence Industries Ltd.,
Montreal. (St. 1928, Jr. 1937).
References: A. B. McEwen, I. R. Tait, H. C. Karn, C. H. Jackson, E. B. Jubien,
C. V. Christie, R. H. Mathew.
INGLIS— WILLIAM LEISHMAN, of 375 Mayfair Ave., Ottawa. Born at
Glasgow, Scotland, Dec. 23, 1912; Educ: B.A.Sc, (Civil), Univ. of B.C., 1934;
1930 (summer), engrg. asst. on constrn. of south fork dam, Nanaimo, B.C.; 1933-34
(summers), mineral claim and road surveys in Cariboo and Bridge River, B.C.;
1934-35, dftsmn. and instr'mn., B.C. Elec. Rly. Co., Vancouver; 1935-37, and
1938-39, design, estimating and detailing strue'l. steel, Hamilton Bridge Co. (Western
Ltd.) Vancouver; 1937-38, asst. engr. on design and constrn. of factories, inch roads
sewers and water works, Sir Alex. Gibb and partner, London, England; 1938 (4
mos.), asst. res. engr., British Air Ministry, at Carlisle and Shrewsbury, England;
1939 (3 mos.), inspr., Boeing Aircraft Co., Vancouver; 1939-40, asst. designer and
estimator on proposed pulp and paper mill, Bloedel, Stewart & Welch, Ltd., Van-
couver; April 1940 to date, constrn. officer, R.C.A.F. Headquarters, Ottawa, with
rank of Squadron Leader. (Jr. 1939).
References: R. R. Collard, J. P. MacKenzie, J. B. Stirling, P. H. Buchan, A.
Peebles.
SILLITOE— SYDNEY, of Montreal, Que. Born at Edmonton, Alta., Dec. 15,
1908; Educ: B.Sc. (Elec.) 1931, M.Sc, 1933, Univ. of Alta.; 1928-30, (summers),
various surveys; 1931, electric light dept., City of Edmonton; with Northern Electric
Co., Montreal, as follows: 1934-41, radio engr., on development, 1941-42, assigned
to Dept. Munitions & Supply for 9-week trip to England and production of No. 19
set, 1942 to date, technical engr., production planning. (St. 1930, Jr. 1936).
References: C. A. Peachey, A. B. Hunt, H. J. Vennes, H. J. MacLeod, W. E.
Cornish, R. S. L. Wilson.
FOR TRANSFER FROM STUDENT
CLEVELAND— COURTNEY ERNEST, of Vancouver, B.C. Born at Van-
couver, Feb. 22, 1910; Educ: B.A.Sc, Univ. of B.C., 1934; M.Sc, 1938, Ph.D.,
1940, McGill University; R.P.E. of British Columbia; Summers— 1926-27, rodman,
Hydro Electric Power and Railroad service; 1929, assayer, Premier Gold Mines,
Ltd., 1930, concrete inspr. Burrard St. Bridge, 1931-34, geological mapping, Geolo-
gical Survey of Canada; 1934-41, with Bralorne Mines, Ltd., B.C., as follows: 1934-
35, surveyer's helper, 1935-38, mine geologist, 1938-39 (summers) and 1940-41,
examination engineer; 1941-42, development engr., Canbrae Expl. Co.; 1942-43,
development engr., and at present geologist and engr. at Takla Mercury Mine
(Bralorne Mines Ltd.). Also in full charge of camp constrn. and diamond drill pro-
gramme. (St. 1937).
References: E. A. Cleveland, W. H. Powell, F. G. Smith, J. N. Finlayson, J. B.
Challies.
HOAR— CHARLES RICHARD, of 12210-109 A Ave., Edmonton. Born at
Woodleigh, N. Devon, England, Dec. 25, 1917; Educ: B.Sc. (Elec.) Univ. of Alta.,
1940; 1940-41, junior engr., Calgary Power Co. Ltd.; at present senior A.I.D.
Inspector, Br. Commonwealth Air Training Scheme, Edmonton. (St. 1940).
References: E. G. Cullwick, H. B. LeBourveau, W. E. Cornish, H. Randle, T.
D. Stanley.
OSBORNE— JOHN FOLLETT, of 554 Reid St., Peterborough. Born at Mont-
martre, Sask., Aug. 21, 1914; Educ: B.Sc. (Elec), Univ. of Man., 1936; R.P.E.
Ontario; with Canadian General Electric Co., Peterborough, as follows: 1937-38,
test dept., 1938^0, foreman, test dept., 1939-43, asst. engr., Industrial Control
Engrg. Dept. (St. 1936).
References: J. Cameron, W. T. Fanjoy, D. V. Canning, A. L. Malby, R. L. Dobbin.
ROSS— OAKLAND KENNETH, of 204 Cote St. Antoine Rd., Montreal. Born at
Montreal, Sept. 29, 1911; Educ: B.Eng. (Mech.), McGill Univ., 1934. With Con-
tinental Can Co., Montreal, as follows: 1934-35, general foreman, 1935-38, asst.
factory mgr., 1938 to date, factory mgr. (St. 1934).
References: E. A. Hankin, P. B. French, A. R. Roberts, E. Brown, R. DeL. French,
C. M. McKergow.
LIBRARY NOTES
(Continued from page 235)
REFRACTORIES
By F. H. Norton, 2 ed. McGraw-Hill Book
Co., New York and London, 194-2. 798 pp.,
illus., diagrs., charts, tables, maps, 914 x 6
in., cloth, $7.50.
Since the publication of this treatise, ten
years ago, much new information has accu-
mulated, and has called for complete revision.
To this edition there have also been added a
chapter on Fundamental concepts of matter
in the solid state and five chapters on the
selection and use of refractories in furnace
construction in various industries. The work
provides a good account of the fundamental
processes involved in manufacturing and using
refractories, and of the process in current use
in the United States.
REPORT OF THE COMMITTEE ON
SEDIMENTATION 1940-41, with
charts for the Determination of
Detrital Minerals.
National Research Council, Division of
Geology and Geography, Washington, D.C.,
March, 1942. 110 pp., Charts, tables 11 x
8]/2 in., paper, $1.00 {separate copies of
Charts, 50c).
This pamphlet includes the general report
of the chairman, and also ten supplementary
reports upon special investigations in the field
of sedimentation. Among these are "Tables for
the determination of detrital minerals," pre-
pared by R. Dana Russell.
SIMPLIFIED DEFINITIONS AND NO-
MENCLATURE FOR AERO-
NAUTICS, 1942 illustrated edition, a
Modern Aeronautical Dictionary
By L. Thorpe. Aviation Press, San Fran-
cisco, Calif., no pagination, alphabetical
arrangement, illus., diagrs., charts, tables,
9]/2x7 in., paper, $2.00.
This glossary of aeronautical terms contains
about fifteen hundred definitions and explan-
ations of words and phrases, accompanied by
numerous drawings illustrating them. It is
based on the nomenclature report of the
National Advisory Committee for Aero-
nautics, supplemented by terms from other
sources.
THE STONE THAT BURNS, the Story of
the American Sulphur Industry
By W. Haynes. D. Van Nostrand Co.,
New York, 1942. 345 pp., illus., diagrs.,
maps, tables, 8% % &Yl in-, cloth, $3.75.
The story of the American sulphur industry
is told at length, beginning with the first un-
successful attempts to mine it in Louisiana.
The growth of the industry following the suc-
cessful introduction of the Frasch process is
carried up to the present time, with some re-
marks on its future. The book is well docu-
mentated and includes considerable statistical
material.
TABLE OF SINE AND COSINE INTEG-
RALS from 10 to 100
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.
185 pp., charts, tables, 11x8 in., cloth,
$2.00.
This volume supplements the two previous
volumes of "Sine, cosine and exponential in-
tegrals" by providing sine and cosine integrals,
calculated to ten decimal places, for the range
of x between 10 and 100, at intervals of 0.01.
These integrals are encountered in many
branches of physics and electrical engineering,
and the volume is expected to meet the needs
of workers in these fields.
THE ENGINEERING JOURNAL April, 1943
237
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless—
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
MECHANICAL ENGINEER. Either capable of mak-
ing mechanical repairs to power shovels, tractors,
etc., or willing to learn. Tropical assignment. Apply-
to Box No. 2619- V.
EXPERIENCED TRANSITMAN for railway engin-
eering work. Apply to Box No. 2629-V.
CIVIL ENGINEER, must be capable of supervising
plant and small town house construction. Tropical
assignment. Apply to Box No. 2630-V.
SITUATIONS WANTED
CIVIL ENGINEER, 38, experienced in all types of
building construction and in industrial layout work.
Wants permanent or temporary position in charge of
design or construction. Present location, Montreal.
Apply to Box No. 576-W.
GRADUATE MECHANICAL ENGINEER, m.e.i.c,
17 years experience as production manager and
factory organizer in metal and various other indus-
tries, military exempt, available on short notice.
Apply to Box No. 1730-W.
SURVEYING INSTRUMENTS FOR
SALE
SIMPLE THEODOLITE, Stackpole and Bros.
Telescope, 10" long, 1 M" dia. O.S.
Compass, byi" dia.
Table, 7K"dia.
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.
Scale, 6 l/i" dia.
Height of C.C. of telescope above levelling table,
10 X".
Spirit levels, 3 M" long x yi" dia.
Levelling screws, 4.
Condition of instrument and lenses — excellent.
Complete with tripod and plumbob in wooden caBe.
Y LEVEL, Watts (bright brass).
Telescope, 10 K" long, 1 M" dia. O.S.
Height of C.C. of telescope above levelling table,
Levelling screws — 4.
Base plate, 3 yi" dia.
Complete in wooden case, with tripod.
Condition of instrument and lenses, good; one in-
dexed lense appears to require cleaning.
SURVEYOR ARROWS, one set (11), À" sq. x 14"
long. Condition, new.
STADIA ROD, 12 ft. (7 ft. closed). Condition, new.
LEVELLING ROD, 16 ft. (6 ft. closed). Condition,
excellent.
PICKETS, iron-shod, 2-5 ft. Condition, good.
STEEL TAPE, 66 ft., yi", Chesterman, on reel. Con-
dition, good.
STEEL TAPE, 66 ft., A", on fibre reel. Condition,
good.
STEEL TAPE, 100 ft., yi" on reel. Condition, good.
STEEL TAPE, 200 ft., %" on reel. Condition very
good.
STEEL TAPE, 100 ft., V (ft. and lOths). Leather
case. Condition, very good.
MINER'S DIP COMPASS, W. S. Darley, in case. Like
new.
SET OF 65 RAILROAD CURVES, in wooden case.
Like new.
C.C. Moler-Line loss and voltage drop slide rule. Like
Full leather map-case, 5K" dia. x 40" long. Condition,
good.
Matthews Teleaheight Level, in leather case. Condition,
good.
Offers will be considered. Apply to Box No. 48-S.
REQUIRED IMMEDIATELY
Chemical, Civil, Mechanical
and
Metallurgical Engineers
For Production Supervision
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to Box No. 2622-V
The Employment Service Bureau
The Engineering Institute of Canada,
2050 Mansfield Street,
Montreal, Que.
FOR SALE
Transits, theodolites, compasses, levels, clino-
meters, hand-levels, pickets, tapes, rods (10', 15'
and 20' slab), other accessories. Draughting boards
and instruments; planimeters, electric-motored
erasers, plan-binders, scales, etc. Apply to Ralph
Kendall, m.e.i.c, 93 Maynard Street, Halifax, N.S.
Telephone 4-2S49.
FOR SALE
Thacher Calculating Rule in mahogany case,
good condition. Apply to Box No. 49-S.
ELECTRICAL OFFICERS FOR R.C.N.V.R.
A limited number of vacancies exist in the Royal Canadian
Naval Volunteer Reserve for young graduates in electrical
engineering possessing suitable personal qualities and engin-
eering experience.
Applicants should complete an "Offer of Service" form,
which may be obtained from the nearest R.C.N.V.R. Rar-
racks, and should attach to it a detailed account of educational
qualifications and engineering experience, together with
copies of properly attested testimonials.
Successful applicants will be entered as Probationary Elec-
trical Sub-Lieutenants or, in the case of exceptional qualifica-
tions, as Electrical Sub-Lieutenants. Their duties after a
period of training will consist of electrical engineering work in
connection with any of the following: Design and Manufac-
ture; Ship Installations; Testing and Trials; and Rase Mainte-
nance. Applicants must be prepared to go to sea. Completed
forms should be returned to the Deputy Secretary, Naval
Roard, Department of National Defence, Ottawa, Ont.
It's Good Engineering to Buy
War Bonds!
238
April, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, MAY 1943
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."
CONTENTS
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
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
J. A. LALONDE, 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
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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.
FOREWORD— President K. M. Cameron 241
MESSAGES 243
The Right Honourable W". L. Mackenzie King
Lieut. -Gen. A. G. L. McNaughton
American Society of Civil Engineers
American Society of Mechanical Engineers
MILITARY ENGINEERING, Major. -Gen. C. S. L. Herlzberg 244
CANADA AND THE TOOLS OF WAR, Hon. C. D. Hone 246
NATIONAL SCIENTIFIC RESEARCH, C. J. Mackenzie 248
TELEGRAPH COMMUNICATIONS, L. A. W. East 251
TELEPHONE COMMUNICATIONS, H. G. Owen 253
RADIO COMMUNICATIONS, Gordon W. Olive 255
WARTIME TRAFFIC, I\. B. Walton 258
RAILWAY TRANSPORTATION, J. E. Armstrong 260
URBAN TRANSPORTATION, A. Duperron 262
AIR TRANSPORTATION, J. A. Wilson 264
MINERAL INDUSTRIES, Chas. Camsell 268
CHEMICAL INDUSTRIES, H. McLeod 270
PULP AND PAPER, E. Howard Smith and Paul Kellogg 272
AUTOMOTIVE INDUSTRY, T. ft. Elliott 275
AIRCRAFT MANUFACTURE, R. P. Bell 277
STEEL, D. Killikelly 279
STEAM POWER, ./. G. Hall 281
WATER POWER DEVELOPMENT, Victor Meek 284
ELECTRICAL EQUIPMENT, D. C. Durland 288
PUBLIC WORKS, F. G. Goodspeed 291
ENGINEERS IN THE CONSTRUCTION INDUSTRY, J. B. Stirling ... 293
LUMBER INDUSTRY, W. J. LeClair 294
HIGHWAYS, Ernest Gohier 296
IN RETROSPECT 298
FROM MONTH TO MONTH 304
PERSONALS 313
Visitors to Headquarters 315
Obituary 316
NEWS OF THE BRANCHES 317
LIBRARY NOTES 322
PRELIMINARY NOTICE 325
EMPLOYMENT SERVICE 328
INDUSTRIAL NEWS 329
Colour plates for Canadian coat of arms on cover,
courtesy The House of Seagram
THE INSTITUTE as a body is not responsible
either for the statements made or for the
opinions expressed in the following pages.
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P. BRERETON, Winnipeg, Man
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal. Que.
tH. E. BRANDON, Toronto, Ont.
»S. G. COULTIS, Calgary, Alta.
*G. L. DICKSON, Moncton, N.B.
tE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
*E. D. GRAY-DONALD, Quebec, Que.
*J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
*E. W. IZARD, Victoria, B.C.
* For 1943. t For 1943-41 Î For 1943-44-40
SECRETARY-EMERITUS
J. DUR LEY, Montreal, Que
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE. Ottawa, Ont
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
ÎJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont.
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton. Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que.
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B.
tC. R. YOUNG, Toronto. Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING, Sault Ste. Marie, Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Arvida, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT, Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, 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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING. Chairman
R. C. FLITTON
H. M. WHITE •
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MacRAE
F. V. SEIBERT
E. STANSFIELD
G. W. WADDINGTON
JULIAN C. SMITH MEDAL
K. M. CAMERON. Chairman
C. J. MACKENZIE
C. R. YOUNG
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. \ Ruttan Prize
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galhraith Prize
L. F. GRANT, Chairman
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
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
POST-WAR PROBLEMS
W.C.MILLER, Chairman H. MASSUE
F. ALPORT
J. S. BATES
deGASPE BEAUBIEN
A. L. CARRUTHERS
J. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
G. l. Mackenzie
D. A. R. McCANNEL
a. w. f. McQueen
G. MacL. PITTS
P. M. SAUDER
D. C. TENNANT
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.
P. E. ADAMS
J. N. ANDERSON
S. R. BANKS
H. F. BENNETT
W. D. BRACKEN
W. P. BRERETON
J. M. DAVIDSON
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
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÉ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. 0. SCOTT
T. G. TYRER
H. K. WYMAN
INDUSTRIAL RELATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
D. BOYD F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
S. M. GOSSAGE W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
240
May, 1913 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
VOLUME 26 MAY 1943 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."
ANNIVERSARY
A FOREWORD BY THE PRESIDENT
Twenty-five years is a long time in the life of a person or an institution, and
yet it seems but a short time since The Engineering Journal made its first appear-
ance. In May nineteen hundred and eighteen, with the inauguration of the Journal,
the Institute took a long step forward — a step that has been well justified by the
contribution made not only to the Institute but to the profession of engineering
in Canada. With this number the Journal starts out on its next cycle of service.
There is a great responsibility in circulating to the public, printed word of any
kind. The Institute accepted this responsibility twenty-five years ago, and has
steadily maintained standards of quality and progress that have been fitting to a
professional society; that have brought knowledge and gratification to the mem-
bership. The Journal has been the chief repository for the story of engineering
progress and accomplishment throughout Canada.
The early ambition of the founders of this Institute, that all engineers in civilian
occupations should be given a chance to join together in one society, has been a
sound one. No one speaks more approvingly of this feature of the Institute than
do members of the profession in the United States. On every occasion they express
their admiration of our set-up and continually admonish us to remain "free of
the curse of extensive segregation by specialization." The Journal has had an im-
portant part in maintaining this broad policy, and will continue to aid the cause
of the entire profession rather than any one section of it.
I am sure that in acknowledging the attainments of the Journal I am speaking
for all members of the Institute. Some persons have more opportunity to read the
Journal than have others; not all members are able to contribute papers, but I do
believe the membership generally appreciate the good work done by the Journal
in establishing itself in a difficult field, and in steadily reaching new levels of attain-
ment in numbers of papers published, circulation, advertising and reader interest.
It is appropriate that for such an occasion there should be a review of events in
those fields where the engineer has taken a prominent part in the development of
technique and the shaping of policy. The following pages tell in brief but interesting
form the story of twenty-five years progress in Canadian industry and science.
They also bring greetings from prominent members, officials and sister societies.
For the future it is impossible to prophesy, but we may face it with the hope
that good shall conquer evil, and that shortly man's fertile mind may be relieved
from the accomplishment of destruction and restored to the contemplation of the
way of enduring peace and prosperity, with freedom. In all this The Engineering
Journal will continue to take its share of responsibility and will maintain its interest
in the welfare of the country and of the profession.
K. M. Cameron, President.
THE ENGINEERING JOURNAL May, 1943 241
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
Executive, J. F. BLQWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), G. E. MEDLAR
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont.
CALGARY
Chairman,
Executive,
J. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
A. HIGGINS
W. E. ROBINSON
{Ex-Officio), S. G. COULTIS
G. P. F. BOESE
H. J. McEWEN
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, C. W. CARRY
Vice-Chair., B. W. PITFIELD
Executive. J. A. ALLAN
J. W. JUDGE
E. D. ROBERTSON
J. D. A. MACDONALD
I. F. MORRISON
H. W. TYE
(.Ex-Officio), D. HUTCHISON
E. NELSON
Sec.-Treas., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
(Ex-Officio)
Sec.-Treas.,
HAMILTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. Treas.,
KINGSTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. Treas.,
LAKEHEAD
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
A. E. FLYNN
G. T. CLARKE D. C. V. DUFF
G. J. CURRIE L. E. MITCHELL
J. D. FRASER P. A. LOVETT
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B STEWART
K. L. DAWSON
J. R. KAYE S. SCRYMGEOUR
S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Mollis Street,
Halifax, N.S.
T. S. GLOVER
H. A. COOCH
C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
W. E. BROWN,
427 Concession Street,
Hamilton, Ont.
K. M. WINSLOW
S. D. LASH
W. F. NOONAN
J. R. CARTER
J. D. LEE
T. A. McGINNIS
L. F. GRANT
R. A. LOW,
Dept. of Civil Engineering,
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
H. G. O'LEARY
W. C. BYERS,
c/o C. D. Howe Co. Ltd.,
Port Arthur, Ont.
LETHBRIDGE
Chairman, J. M. DAVIDSON
Viee-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.
A. JACKSON
LONDON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
MONCTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. Treat.,
T. L. McMANAMNA
R. S. CHARLES
H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
F. C. BALL
V. A. McKILLOP
F. T. JULIAN
J. A. VANCE
H. G. STEAD,
60 Alexandra Street,
London, Ont.
H. J. CRUDGE
J. A. GODFREY
A. S. DONALD
E. R. EVANS E. B. MARTIN
H. W. HOLE G. C. TORRENS
G. L. DICKSON
V. C. BLACKETT
Engrg. Dept., C.N.R.,
Moncton, N.B.
MONTREAL
Chairman,
Vice-Chair.,
Executive,
R. S. EADIE
C. C. LINDSAY
H. F. FINNEMORE
R. C. FLITTON
G. D. HULME
G. E. GELINAS
K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
J. E. ARMSTRONG
R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. MacL. PITTS
E. V. GAGE
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,
G. H. FERGUSON
Executive,
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
.1. H. BYRNE
(Ex-Officio)
. T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treas.,
A. A. SWINNERTON
Dept. of MineB & Resources,
Ottawa, Ont.
PETERBOROUGH
Chairman,
D. J. EMERY
Executive,
C. R. WHITTEMORE F. R. IJOPE
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.,
Chairman,
Vice-Chair
Executive,
A. R. DÉCARY
RENÉ DUPUIS
E. D. GRAY-DONALD
S. PICARD G.ST-JACQUES
L. GAGNON A. E. PARÉ
G.W.WADDINGTON Y. R TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
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
J. P. MOONEY
G. G. MURDOCH
Sec.-Treas.,
G. W. GRIFFIN
P.O. Box 220,
Saint John, N.B.
ST. MAURICE VALLEY
Chairman, J. H. FREGEAU
Vive-Chair., R. DORION
Executive, G. B. BAXTER
E. BUTLER
A. G. JACQUES
R. D. PACKARD M. EATON
E. T. BUCHANAN J. JOYAL
W. E. A. McLEISH H. G. TIMMIS
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Acting
Sec. Treas., VIGGO JEPSEN,
Consolidated Paper Corporation
Grand'Mère, Que.
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., J. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec. Treas., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE. MARIE
Chairman, N. C. COWIE
Vice-Chair., A. M. WILSON
Executive, C. O. MADDOCK
C. R. MUR DOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treas., O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
R. F. LEGGET
A. H. HULL
TORONTO
Chairman, W. H. M. LAUGHLIN
Vice-Chair., S. R. FROST
Executive, F. J. BLAIR
E. G. HEWSON
C. F. MORRISON E. A. CROSS
(Ex-Officio), E. H. BRANDON W. S. WILSON
T. H. HOGG C. R. YOUNG
N. MacNICOL
Sec.-Treas., S. H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, W. N. KELLY
Vice-Chair., T. V. BERRY
Executive, J. P. FRASER H. P. ARCHIBALD
R. E. POTTER I. C. BARLTROP
E. S. JONES H. J. MacLEOD
(Ex-Officio), W. O. SCOTT
C. E. WEBB
Sec.-Treas., P. B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
VICTORIA
Chairman, KENNETH REID
Vice-Chair., A. L. FORD
Executive, H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec.-Treas., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman, J. T. DYMENT
Vice-Chair., T. H. KIRBY
Executive, C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
(Ex-Officio), W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
Sec.-Treas., T E. STOREY,
55 Princess Street,
Winnipeg, Man.
242
May, 1943 THE ENGINEERING JOURNAL
MESSAGES
W. L. MACKENZIE KING
Prime Minister of Canada
On the occasion of the 25th anniversary of The
Engineering Journal, in May of this year, I
should like to extend my warmest congratulations and
best wishes both to The Engineering Journal itself,
and through it, to the officers and members of The
Engineering Institute of Canada.
I should like to express appreciation of the value
of the many contributions made b}r members of the
engineering profession in building up our country
and improving its industrial life, both in peace and
in war. I should also like to acknowledge with
thanks the helpful manner in which The Engineer-
ing Institute, through its various special commit-
tees, has co-operated with government agencies in
dealing with such important matters as Civil De-
fence, Industrial Relations and Post- War problems.
The engineering profession is in an exceptional
position to aid in the nation's war effort. It is
gratifying to know that the engineers of Canada
are fully cognizant of the value of their highly
specialized skills, and are so zealously devoting
their endeavours towards victory.
LIEUT.-GENERAL A. G. L. McNAUGHTON
G. O. C.-in-C. First Canadian Army
I welcome this opportunity of sending a short
acknowledgment of the 25th Anniversary of
The Engineering Journal.
In this war of highly-mechanized, fast-moving
armoured forces, engineering plays a greater part
than ever before. Ours is a citizen army in which
the vast majority of officers are civilians and, in
the technical arms, it is their engineering experience
in civil life that has enabled them to handle their
very diversified military jobs efficiently.
Highly trained and experienced engineers are
required for commissions, not only in the R.C.E.,
but also in. the R.C.A., the R.C.C.S., the R.C.O.C.,
and the R.C.A.S.C. Such men are to be found in
The Engineering Institute and in the provincial
associations. I thank you for your past help and in
supplying this demand and bespeak even greater
efforts for the future.
Looking back 25 years to the birth of your
Journal, brings us to the spring of 1918, the fourth
year of the last war. This, your 25th Anniversary,
is the spring of the fourth year of this war. May
1943 also end, as did 1918, with the unconditional
surrender of the enemy.
THE AMERICAN SOCIETY OF CIVIL
ENGINEERS
George T. Seabury, Secretary
Upon instruction by the Board of Direction
of the American Society of Civil Engineers, I
am to extend to the officers and members of The
Engineering Institute of Canada congratulations
upon the birthday of one of the important activities
of the Institute. '
Your Engineering Journal has a secure place in
the field of technical literature. This it has attained
through adherence to the high ideals of your
organization. Mere extent of service is perhaps not
so important as its quality. Nevertheless, it must be
a sincere satisfaction to you to contemplate the
completion of a full quarter century.
Our best wish for the Journal at this anniversary
is that it may continue to add to its scope and
usefulness. May the spirit that prompted its
initiation twenty-five years ago and that has guided
it continually since then continue to burn brightly
and to produce increasing results of value to the
engineers of Canada — and incidentally, to those of
the United States.
These good wishes to your Council, and to the
entire membership of the Institute express the
sentiments of our Society through its Board of
Direction. Again our congratulations upon this
significant event in the life of The Engineering
Journal.
THE AMERICAN SOCIETY OF MECHANICAL
ENGINEERS
Harold V. Coes, President
On behalf of The American Society of Mechani-
cal Engineers may I take this opportunity of
congratulating The Engineering Institute of Can-
ada on the twenty-fifth anniversary of The Engineer-
ing Journal. The Engineering Institute of Canada
serves the entire engineering profession of the
Dominion and hence the task of holding together
the widely diversified interests of engineers falls
heavily upon The Engineering Journal.
The American Society of Mechanical Engineers
has taken great satisfaction in the much closer ties
which have developed between it and The Engin-
eering Institute of Canada during the last few
years. We look forward to greater co-operation
when the ending of the war should make it possible
for the engineers of the two countries to devote
their energies to reconstruction and peaceful de-
velopments.
THE ENGINEERING JOURNAL May, 1943
243
MILITARY ENGINEERING
MAJOR-GENERAL C. S. L. HERTZBERG, m.e.i.c.
Chief Engineer, First Canadian Army, Overseas.
General
Before attempting a de-
tailed discussion of the
effect the past twenty-five
years have had on the acti-
vities of engineers in war,
consideration should be
given, very briefly, to the
factors that have brought
about the resulting changes.
The year 1916 saw the
advent of tanks and, by
1918, the range and carrying
capacity of the aeroplane
had increased enormously.
The possibilities and advan-
tages of complete mechani-
zation were becoming evi-
dent. In Germany, during
the ensuing 21 years, plans
and preparations were made
to wage war to the utmost
on the lines that were indi-
cated in 1918 — the dawn of
mechanized, scientific war
of a ruthlessness never be-
fore dreamed of. The war in
Spain provided the oppor-
tunity of testing the effect-
iveness of the new technique.
Mechanization has re-
sulted in an enormous in-
crease in the speed, density and loads of vehicles.
Long range air bombing necessitates road and bridge main-
tenance in areas far removed from the actual battle.
Improvement in artillery, with the increased range and
armour-piercing performance of projectiles, has led to
heavier armour and so to heavier bridges over which the
armour must pass.
These new offensive weapons have been developed by
engineers and their fellow scientists and, to the engineer
also falls the task of producing their antidotes.
Bridging
In Europe during the last war, except for the rare
occasions when armies measured a day's advance in miles
rather than in yards, bridging equipment was kept in
storage in the back areas. Existing bridges on lines of com-
munication were not likely to be destroyed by aerial bom-
bardment, and enemy sappers, with explosives, could not be
landed in gliders or dropped by parachute to deal with them.
To-day, in a country where rivers abound, bridging equip-
ment capable of carrying the heaviest military loads must
be available, on wheels, well up in an advancing column.
In addition to this, an adequate supply of equipment must
be kept on hand to repair or rebuild bridges that may be
destroyed by long range aerial bombing.
As operational bridges cannot be lifted and re-used
further forward until after rear formations have had time
to replace them by more permanent structures, a never-
ending flow of equipment must be maintained from the base
to the van of the army. Sappers must be available, all along
the line, to use this equipment to enable the army to
advance and to maintain the supply routes that make the
advance possible.
In the last war, existing civilian bridges were nearly
always strong enough to carry the heaviest military loads.
To-day this is not the case and it is an engineer's responsi-
bility to investigate — either from existing records or from
A new type bridge is under construction in Sussex. This is the
first time the "derrick and preventor" method of launching
has been carried out. Two double truss girders, each weighing
27 tons, and 140 ft. in length form the main part of the bridge.
A derrick is erected to pull, by winch, the girders across the
river. A cable and winch is secured to the opposite end to
prevent the girder toppling when past point of balance. The
first girder almost across. This is the most critical stage of the
operation.
reconnaissance — the capaci-
ties of all existing bridges
in the theatre of operations.
Roads
Road construction and
maintenance have been
effected in the same way.
The surprising way in which
English roads have stood up
to the severest military
traffic may prove to be mis-
leading when we operate in
other countries. Existing
road surfaces must be main-
tained and, in some cases,
widened.
Enemy action, both from
aerial bombs and deliber-
ately placed demolitions,
cause extensive damage at
far distant points, and sap-
per parties, with the most
modern equipment, must be
available to make repairs.
The pick and shovel have
given place to bull-dozers,
auto-patrol graders, and
other modern mechanical
equipment.
The rapid building of
temporary road diversions
presents many problems. Approaches to military bridges,
as well as roads to by-pass obstacles, may be required to
carry thousands of heavy vehicles, both tracked and wheeled,
over soft ground. Continuous maintenance is required on
such roads and materials must be readily available.
The provision of tracks across beaches for assault land-
ings, such as that at Dieppe, must be made by sappers,
under heavy fire, after they have cleared the beach obstacles.
Air Landing Fields
Air support is essential to the operation of armies, and
the rapid construction of landing fields must follow closely
in the wake of an advance. Maps and aerial photographs
provide an indication of where suitable fields may be
expected, but the sites must be carefully reconnoitred by
sappers moving with the foremost formations. As soon as a
site has been chosen, the sappers move forward with plant
and material to prepare the field for use.
The site may be an abandoned enemy air field, in which
case it will probably have been so demolished that a virgin
site is preferable. In any case, the sappers must be prepared
to do a considerable amount of grading and removal of
trees before they can start preparing the surface. This work
must be done in a matter of days — sometimes hours — if
the advance is to go forward on schedule.
Demolitions
Since the last war, great strides have been made in
explosives and in the technique of demolishing obstacles of
all kinds. All sappers must be trained to decide on the most
efficient type of charge and to calculate the amount required
for each demolition. They must also be skilled in placing
the charges and in connecting them up for firing.
Obstacles may consist of extensive mine fields, concrete
road blocks, wire entanglements, concrete pill boxes, etc.,
all of which are well covered by enemy fire. The removal of
each type of obstacle requires a particular kind of demolition.
244
May, 1943 THE ENGINEERING JOURNAL
A huge cement-mixing plant is part of the equipment of the
army engineers for erecting defence structures.
Minefields, sometimes of great depth and generously pro-
vided with booby-traps, must be carefully reconnoitred
before it is possible to clear a path through them.
In beach-landing operations, engineers must clear a path
through beach-mines, wire and, in most cases, heavy rein-
forced concrete walls, before vehicles can be landed. They
must also prepare tracks across the beach for all types of
transport.
All such work requires a high standard of courage and
skill, and the maximum amount of protection possible must
be provided to bring the engineers and their equipment
forward.
Field Defences
In the last war, field defences consisted of long lines of
infantry trenches with occasional strong-points in rear.
These were protected against infantry by wire entangle-
ments. Against modern armies such lines are useless. This
was demonstrated when the first slow moving tanks suc-
cessfully cruised across the enemv trenches at Courcelette
in 1916.
The "tempo" of a modern battle and the ability of
modern armour to penetrate far behind the enemy lines
calls not for linear defence, but for strongly defended
localities so placed that the enemy can be dealt with in
locations and under conditions most favourable to us. As
the enemy armour may have penetrated well into our area
before it is convenient to destroy him, our defended locali-
ties must be capable of withstanding attack from any
direction.
All arms are trained to provide their own local defences
but their construction will usually be supervised by sappers,
and the engineers are responsible for the charting of mine
fields and for advising the commander on their disposition.
Bomb Disposal
Delay-action aerial bombs have provided engineers with
the difficult and dangerous job of removing them or of
rendering them innocuous in situ. These are dropped from
great heights and some are extremely heavy. They penetrate
to great depths and, as they follow a curved path through
the soil, they are very difficult to locate. The time of delay
cannot be foretold and work on them must be as rapid as
possible. A minimum number of men, consistent with speed,
are exposed to the danger of detonation. Much work has
been done on methods of locating such bombs and of
making them harmless.
General
I have dealt only with a part of the work done by the
Corps of Royal Canadian Engineers and have said nothing
of the field survey unit; the tunnelling companies who have
done such good work at Gibraltar and throughout this island
from Land's End to John o'Groats and even further north
in the Shetland Islands; the construction of permanent
workshops, hospitals, airfields, roads and many other struc-
tures. Nor have I mentioned water supply, the lighting of
the different headquarters in the field, the construction of
docks, the demolition and repair of industrial plants and
A bull-dozer tractor, levelling out rough ground.
countless other activities that are undertaken by engineers
during active operations.
Engineering in the army has kept pace with the profession
in civil life. In fact, the average military engineer officer is
nothing more — or less — than a civilian engineer, trained as
a soldier and engaged in the application of engineering
knowledge to war. To our brothers in civil life we look for
assistance in the development of ideas and the produc-
tion of the weapons and equipment so necessary to win
the war.
THE ENGINEERING JOURNAL May, 1943
245
CANADA AND THE TOOLS OF WAR
C. D. HOWE, HON. M.E.I.C.
Minister of Munitions and Supply, Ottawa.
Few nations have had less
experience than Canada in
making armaments and
weapons of war. Until the
present conflict came upon
us the craft was un-
known, the tradition non-
existent.
Even in 1914-18 we
established no munitions
industry of major conse-
quence. We made explosives,
we manufactured shells, we
turned out army rifles, we
equipped our troops with
boots and uniforms. But for
twenty years thereafter our
industrial resources were
tuned to the arts and crafts
of peace; we made nothing
more deadly than commer-
cial explosives, hunting
knives, and sportsmen's
ammunition. The armaments business was left to the great
European specialists — to Vickers, Skoda, Schneider-Creusot,
and Krupp, with their huge plants, their trained workmen,
their own secrets and traditions developed by years of
experience in making tools of war.
It can be said, therefore, that when we turned to the
production of weapons at the outbreak of the present con-
flict we started from scratch. The lack of an established
armaments industry was a handicap. Great Britain, France,
Russia, and Germany had strong foundations upon which
to build and expand. We had to depend on conversion,
improvisation, and building from the grass roots. And after
Dunkerque, when swift replacement of Britain's lost equip-
ment was necessary and when there was even a possibility
that Canada might be a last-ditch arsenal of democracy,
we were suddenly called upon for munitions output on a
scale regarded as improbable if not impossible.
But, from some aspects, the lack of an established arma-
ments industry was no handicap. There were no shackles
of tradition. We were able to adapt the best tools and the
best production methods of the New World to concentration
on the most modern types of equipment. It was some time
before our aircraft plants — busy turning out trainer planes
for the Combined Training Establishment — had expanded
to the stage where they could contribute substantially to
the making of combat craft. But, when that stage was
reached, the industry was capable of producing the latest
and best.
We are now producing service planes which, in their
respective fields, are unsurpassed by any other type of air-
craft.
The production of weapons of war follows an established
pattern : a better offensive weapon is countered by a better
defensive weapon. An improvement in defence demands an
improvement in offense. The result is a rapid obsolescence of
equipment. The armoured tank gave birth to the anti-tank
gun and the land mine technique. The anti-tank gun and
the land mine resulted in improved designs and stronger
armament for tanks. Stronger tanks meant bigger anti-tank
guns, more devastating mines. This contest has been going
on since man first waged war, and in time of war it acceler-
ates so rapidly that the secret and invincible weapon of
to-day is the obsolete and discarded weapon of to-morrow.
In this race, we have been fortunate in being able to
build new plants, equipped with new machines, manned by
workers trained in new techniques. These plants, safe from
Bofors 40mm. anti-aircraft guns. An Ontario factory turns
these out by the dozen.
enemy attack, are close to
supplies of power and raw
materials. They are fed by
components and parts made
in established industrial fac-
tories converted to wartime
output. Under forced
draught, as it were, we have
managed to turn this coun-
try into an arsenal produc-
ing close to ten million dol-
lars worth of war equipment
every day. These weapons
and supplies cover a wide
range, from anti-aircraft
guns to training rifles, from
corvettes to dinghys, from
25-pounder artillery to
bomb-throwers, from aerial
bombs to grenades, from
Ram tanks to motorcycles.
Because of our lack of
tradition and experience in
the making of the tools of war we have few standards with
which to compare the quality and quantity of our output,
although they are being created quickly even in the span
of the present war, so constant is the pressure for improve-
ment. In the last war we produced shells, which were shipped
overseas to be filled. Our shell programme in the present
war goes a good deal farther. We not only produce a greater
variety of shells, ranging in size from the small 37 mm.
armour piercing shot to the heavy shells, but they are filled
with Canadian-made explosives and are shipped together
with their cartridge cases and components as completely
filled rounds of ammunition.
This means that our ammunition industry is immensely
greater than in 1914-18. It involved the establishment of a
number of major filling plants and scores of smaller plants
in all parts of Canada, for the manufacture of propellent
and explosive charges required for gun ammunition of all
kinds, as well as for depth charges, land mines, aerial
bombs, smokes bombs, fuses, primers, and small arms
ammunition. This huge industry, employing 50,000 people,
was created at a cost of $150 million. Our chemical and
explosives plants alone cover an area equivalent to the area
of the city of Montreal. In safety and sufficiency they are
equal to the best in the world. Production techniques are
such that untrained workers can soon become adept at
tasks in an industry where the novice was once regarded
as a potential danger.
While there have been many difficulties in converting
this nation's industrial capacity to a war production pro-
gramme of the vastness upon which we are now engaged,
there have been pleasant surprises. Gun steel was never
previously made in this country. Armour plate had never
been made in Canada. High quality alloy steel, so vital to
many types of modern weapons, had not been made in
sufficient quantity "to fill one's hat," in the words of one
steel expert. The fact that our steel industry has successfully
increased production of basic open hearth steel and is
producing great quantities of steels indispensable to a wide
range of weapons and armaments is one of the major
reasons for our ability to produce tools of war on our present
scale.
There were two factors mitigating against production of
heavy guns. Lack of gun steel capacity and a complete lack
of industrial experience in the manufacture of these com-
plicated weapons. A modern anti-aircraft gun will consist
of as many as four thousand separate parts, all machined
246
May, 1943 THE ENGINEERING JOURNAL
and assembled with extreme tolerance down to a ten-
thousandth of an inch. Some parts demand precision work
of the accuracy that goes into the making of a fine watch.
In spite of lack of experience, lack of skilled labour,
incomplete drawings and specifications, Canadian manu-
facturers undertook the task — revolutionary to this country
— of making heavy guns. The steel industry made gun steel.
Industrial plants once devoted to peacetime products
accepted contracts for parts. And just recently our 15,000th
heavy gun was turned over to the army ordnance authori-
ties—a Bofors anti-aircraft gun of the most complex type,
completely mounted, equipped with instruments for remote
fire control, ready for action, made by Canadian hands in
Canadian factories.
We are making field guns and naval guns, tank and anti-
tank guns of the most modern types but we are particularly
proud of the fact that Canadian workmen have mastered
this art so quickly and so well that we are delivering the
British 3.7 anti-aircraft gun, which fires a 28-pounder shell
eight miles in the air at the rate of 15 shells a minute. One
part of this gun is so meticulously finished that it requires
three months of machining. This type of weapon, of course,
was unknown in the last war. It is a miracle of engineering-
design, being equipped with instruments which automatic-
ally locate the target, set the fuse, aim and fire the gun.
In the instrument field, not only in the manufacture of
intricate fire control apparatus for artillery but in the pro-
duction of communications equipment vitally essential to
modern land, air and sea warfare, we have established an
industry which keeps apace with the latest in scientific
discovery. Indeed it often sets the pace.
In twenty-five years, radio has revolutionized communi-
cation methods. Paralleling the revolution in transportation
that has taken place in the same period it has helped shrink
the world in size. Naturally it has had a pronounced effect
on methods of warfare. Fast tanks and automotive trans-
port, swift combat aircraft and naval combat craft have
added speed and mobility to modern attack far beyond
anything imaginable in the last war, but these advantages
might be nullified if it were not for corresponding advances
in the science of communication.
It is possible now to shift forces swiftly, to marshal
defences rapidly, to launch combined attacks with great
speed and accuracy of timing by organization based on
two-way radio communication. Delays in conveying
information can be fatal in battle at any time; modern
battles are fought at such speed that instant communication
between various elements of aerial, naval, or land forces is
of first importance. In the manufacture of this equipment
Canada has become a major source of supply. This year we
will build $250,000,000 worth of communications equipment
for the United Nations.
The great, obvious difference between the present war
and the conflict of 1914-18 is that mechanization has made
this a war of movement as against the stabilized type of
trench warfare. Transport has become of greater importance
than ever before. Here we had a solid foundation upon
which to build and expand. Our contribution in this respect
has been heavy.
Even in peacetime, the introduction of a new passenger
car model demands weeks of planning, redesign, and retool-
ing. In abandoning commercial output, our automotive
factories took on the task of making no less than 115 types
of automotive transport never before made in this country.
A good deal of planning and foresight went into this.
From 1933 to the outbreak of the war, collaboration had
been in progress between the automotive industry and
Canadian and British army authorities. Primary develop-
ment in army design came from the British authorities who
recognized that the ordinary commercial vehicle would be
unsuitable for duty in the event of another war, owing to
its poor cross-country performance. Army design benefited
the automotive industry when the time came for conversion ;
on the other hand, mass production techniques, the resource-
fulness and experience of the automotive men have been of
inestimable value to the army in turning those designs into
sturdy, reliable, economically built vehicles equal to the
best in the world.
A fundamental difference between wartime and peacetime
automotive production is that front wheel action drive is
considered a necessity for military requirements. Improve-
ments based on lessons learned under service conditions are
constantly being incorporated. Two of our automotive
companies have technical staffs in Cairo, acting as liaison
officers between military authorities in the Middle East and
production officials in Canada.
Essentially, there are no new weapons. There are only
improvements and variations of the old. But the Mosquito
bomber, made of plywood, capable of great speed and
manoeuvrability, is a technical miracle compared to the
"stick and string" training planes we made in the last war.
The Sten carbine is a handier infantry weapon than any-
thing our soldiers had in the last war, just as our No. 4
rifle is lighter and more accurate and our Bren machine
guns and Browning aircraft machine guns are more reliable
and have far more devastating fire power than the machine
guns of twenty-five years ago. The Ram tank is a swifter,
more mobile, heavier armoured, more deadly tank than
anything in service at the beginning of the present war.
Our twenty-five pounder field gun is one of the most
effective pieces of artillery in the world and our naval guns
and anti-aircraft guns are models of accuracy, power, and
precision. Our Canadian-built army trucks will bring troops
and supplies into action more rapidly and in greater num-
bers than ever before in military history. Our armoured
cars and universal carriers enable battles to be fought at
speeds undreamed of in other wars. Our communications
equipment knits fighting forces together to a degree never
before realized. Our corvettes are equipped with devices
that rob the submarine of secrecy of approach. We are not
only making a far greater variety of weapons than ever
thought possible in this country. We are making them in
quantities and of qualities equal to the best on earth, for
we have never permitted the second-rate or the expedient
as a standard.
The obstacles that stood in the way of Canadian indus-
try's conversion to modern war production have been
numerous. The making of modern tools of war is a highly
specialized division of industrial science, not to be easily or
quickly mastered. With neither tradition nor experience in
these crafts, however, Canadian industry has met the
challenge. The problems have been complicated by short-
ages of raw materials, by the complex difficulties of adjust-
ing civilian economy to a war basis, by the manpower
adjustments inevitable to any programme of enlisting armed
forces and producing not only weapons to equip those forces
but the forces of our Allies. Industry has shown remarkable
ingenuity and resource in solving its problems of production
and supply. The Canadian people have adjusted their lives
from peacetime to wartime standards with a free willingness
that is the best augury of democracy's ability to beat the
Axis in the very field where it deemed itself supreme.
THE ENGINEERING JOURNAL May, 1943
247
NATIONAL SCIENTIFIC RESEARCH
C. J. MACKENZIE, m.e.i.c.
Acting President, National Research Council, Ottawa
Pasteur once said that
chance favours those who
are prepared. Research de-
velopment in Canada during
the last quarter-century pro-
vided a degree of prepared-
ness for the present conflict
far in advance of that which
this Dominion possessed in
1914.
Science, technical me-
chanics and engineering
have become such great and
fundamental factors in the
present world-wide struggle,
that it is difficult to realize
their implications and to
appreciate the value of the
work done by the relatively
few scientists and engineers
who, in the years from 1916
onwards, quietly developed
the machines and equipment
which to-day are contribut-
ing so largely to the success
of our arms in the field.
It was under the stress of
World War I, that the call
went out throughout the
British Empire for highly
qualified research men. It
was then discovered that
there were more trained
scientists in a few of the
great German industries
than could be found in the
whole British Empire. How-
ever, if the British are slow
to change and to adopt new
ideas which disturb tradi-
tional procedure, it is equally
true that once awakened to the necessity for action, Great
Britain moves effectively and very surely.
The Committee of the Privy Council for Scientific and
Industrial Research was created in Great Britain in 1915
to enlarge and organize the scientific resources of the coun-
try. This was the first time in the national history that an
organized attempt had been made to equip scientific
research in an adequate manner. It was clearly realized that
such action was essential if the industrial fabric of the
Empire were to be built up and maintained on a sound basis.
Under the Committee of the Privy Council, the Govern-
ment of Great Britain appointed an Advisory Council for
Scientific and Industrial Research. Furthermore, a dispatch
was sent to each of the Dominions requesting them to
establish similar organizations for the purpose of developing
scientific and industrial research within their own borders.
The Government of Canada, acting on this suggestion
from the Government of Great Britain, established, late in
1916, the Honorary Advisory Council for Scientific and
Industrial Research, now known under the short title —
"National Research Council."
One of the first activities of the Council was to take, in
1917, a research inventory of Canada. This inventory dis-
closed two outstanding facts: first, that industrial research
was at that time practically non-existent in Canada, and
secondly, that the supply of research men, with such post-
graduate training as to enable them to undertake inde-
pendent investigation, was entirely inadequate to permit of
Experimental apparatus in the National Research Council
rubber laboratory for making Buna S synthetic rubber by
copolymerization of butadiene and styrene.
any general application of
scientific research to Cana-
dian industrial problems.
Pending the provision of
such laboratory facilities as
would make it possible to
serve Canadian industry on
an adequate scale, the Na-
tional Research Council
directed its activities along
three main lines:
(a) The co-ordination of re-
search and the organization
of co-operative investiga-
tions through competent and
representative Committees ;
(b) The postgraduate
training, through scholar-
ships, of students selected
for their aptitude in scien-
tific research;
(c) The encouragement
of graduate research through
financial grants to heads of
science departments in
Canadian universities.
This programme was and
is a matter of some import-
ance because in the absence
of similar offers at home
many graduates continue to
be attracted to institutions
in other countries where
scholarships are available.
Too often it happens, as a
consequence, that those who
leave Canada under foreign
scholarships find profitable
appointments elsewhere
with industrial concerns
whose products may even
be competitive with those produced in this Dominion.
The fallacy of training men in Canadian institutions and
then allowing them to be absorbed by foreign industries
while Canadian manufacturers lag behind for lack of scien-
tific guidance should not need to be emphasized, but before
the war, it is feared that many persons failed to realize the
national value of these postgraduate scholarships and
regarded them only as evidence of paternalism on the part
of a benevolent government organization.
Efficiency of industry is a matter of vital concern to
everyone. A national research organization should seek to
promote this efficiency in every way; to assist in turning
every national resource and facility to account; to improve
processes and to cheapen products so as to better the com-
petitive position of its country in the markets of the world,
and particularly to be ready to suggest new articles of
manufacture when the fashion for the old diminishes or they
stand in danger of being displaced. It is to these activities
in aid of Canadian industry that the National Research
Council is dedicated.
During the last half century or so the industries of the
world have been modified and built up on the basis of
scientific knowledge. The mechanical industries derive from
Newton's laws of motion; the electrical industries are based
on the early scientific work of Henry, Faraday, Maxwell,
Ampère, and down the years through Kelvin, Edison and a
multitude of others; aviation is the outgrowth of hydro-
dynamics and aerodynamics; the chemical and metal-
248
May, 1943 THE ENGINEERING JOURNAL
lurgical industries make use of knowledge accumulated since
the days of the alchemists.
Most of this fundamental information, which has made
modern industry possible, was built up slowly in the
universities of the world. It was not acquired for any
utilitarian purpose, it came as a by-product in the search
for truth. This form of research has in consequence come
to be called "pure science," and it continues to hold a most
important place in the scheme of things as they are.
Until towards the end of the last century only a relatively
small fraction of the fundamental knowledge that had been
acquired and stored up by the universities had been
assimilated by industry and new knowledge was accumulat-
ing perhaps faster than it could be applied.
In this period, industry sought to exploit existing stores
of information and often succeeded, but even for this task
trained minds were needed. A demand arose for men who
could understand the facts and apply them to every-day
problems, and experience showed that men who had been
trained in the universities in the fundamentals of mathe-
matics, chemistry, physics, etc., were particularly useful.
First, in the larger manufacturing establishments and later
extending in ever- widening circles, there began to grow up
organizations for what was called "applied research."
Discharging retort of magnesium furnace in pilot plant of
the National Research Council.
Applied research was something that most business men
of that day could understand. It was immensely profitable.
In contrast "pure research" was deemed academic and the
men who engaged in it were thought of as people who were
not practical. Business was quite content to leave to the
universities the pursuit of knowledge for its own sake.
At the beginning of this century, some forward-looking
leaders of industry recognized that industrial application
had nearly overtaken the capacity of the universities to
produce new facts to work on, and out of this idea "indus-
trial research" was born.
The development of the National Research Council in
the era of peace between the first Great War and the
present conflict followed a line of slow but definite progress.
The Research Council Act was passed in 1924. Laboratories
were established in temporary quarters and construction of
the present spacious National Research Building was com-
menced in 1930. The buildings were completed and occupied
in 1932.
Immediately prior to the war, additional provision for
laboratory space was made through the purchase of a site
just outside of Ottawa. Plans were laid for a group of build-
ings but the advent of the war made it necessary to limit
construction to those which would be wholly used for war
purposes. The aeronautical laboratories with their shop
equipment, the hydrodynamic laboratory and the explosives
laboratory are now installed.
The demands of the war have made it necessary greatly
to increase staff as well as laboratory accommodation.
Radio field stations have been constructed and every avail-
able inch of space in existing laboratories has been utilized.
University facilities have been used to advantage for the
conduct of special investigations of a kind that can be
decentralized.
Appointment of the National Research Council as the
official research station of the Navy, Army and Air Force
opened up new avenues of service and brought, to the
Council, the advice of the operational staffs in respect of
scientific problems presented for solution.
The enormous advantages of this arrangement, both to
the laboratories and to the Armed Services, need not be
stressed. The co-ordination of effort thus made possible has
greatly accelerated both the study of problems in the
laboratories and the application of the results in the field.
This procedure is in line with the generally accepted
policy that the scientific method must pervade all stages
of production and of the use of the product; the scientific
worker must live with the maker and the user. He is an
essential "third party," understanding the points of view
of both.
It is the moral responsibility of the scientific workers to
see to it, by all means in their power, that those responsible
for the formulation of policy give full weight to the scientific
and technical factors involved. The extent to which policy
must be based on scientific and technical considerations
tends to increase rather than otherwise.
In the twenty-odd years between the end of the last and
the beginning of the present war, Canada had built up,
from almost nothing, creditable scientific research facilities.
In 1919, the total expenditure on research in Government
departments, in universities and in industry amounted to
not more than $500,000 while in 1939 the peacetime budget
of the National Research Council alone was about $1,000,000
and probably as much more was spent in the research
laboratories of the Departments of Mines and Resources,
Agriculture, and Pensions and National Health, and in the
universities. In addition, industry probably was spending
something like $20,000,000 a year and the number of scien-
tific research workers available had increased in comparable
proportions.
On the other hand, the budget of the Department of
National Defence had been cut so drastically in the post-
war period that no moneys were available in Canada for
development of new weapons and devices or for other
strictly military research, and the relatively small amount
of scientific work that it was financially possible to do was
carried out by the National Research Council in co-opera-
tion with Service officers and departments. This co-opera-
tion became more intimate when Lieutenant-General A. G.
L. McNaughton became president of the National Research
Council in 1935.
The outbreak of the war intensified the need for scientific
work on war problems, and, since then, the co-operation
between the National Research Council and Services has
developed steadily in a most effective and cordial manner.
To-day, the Council's work is almost entirely on war pro-
jects; the staff of less than 300 in 1939 has grown to over
1,200; the direct war budget has increased in like proportion.
Expenditures on equipment designed and projects directed
by the Council's scientific staff now amount to many
millions of dollars annually.
The fundamental problem facing Canada, to-day, is the
simple and obvious task of providing equipment superior to
that of the enemy and in adequate quantities for the mili-
tary personnel trained in its tactical use. For the first time
this Dominion has been called upon to produce complicated
scientific equipment on a mass production basis, for use in
the war.
THE ENGINEERING JOURNAL May, 1943
249
When the ordinary man on the street thinks of mass
production, he probably visualizes production on assembly
lines with the machines or equipment coming off at a
continuous and rapid rate. He probably does not realize
that before such production is possible several other time-
consuming phases have preceded it. There is the research
phase when the equipment or the machine must be con-
ceived in its general outline, its detailed features worked
out scientifically, the various components tested and often
even special materials developed. Then the laboratory
model must be placed in the hands of development and
designing engineers whose job it is to work out not a tailored
article, but one that is capable of being manufactured by
mass production methods. After this is done, the factory
layout must be made, the necessary machines and tools
obtained and a plant constructed to carry out the process.
Not until all these steps have been taken can we obtain
equipment in mass quantities. It has generally been assumed
that, in peacetime, these steps take at least three years.
Moreover, in peacetime, changes in models from year to
year are kept to a minimum in order to ensure adequate
production.
What of war ? In war, the problem is met from a different,
and for us on this continent, a doubly different, angle owing
to the fact that up until the outbreak of war there were few
if any scientists and engineers in industrial organizations
who had ever thought in terms of weapons of war and who,
consequently, had done no thinking or active work on the
research and development phase.
In order to produce materials in mass quantities, it is
necessary to go through the various phases. The research
phase is the period during which the prototype is being
worked out. The length of this period if unpredictable but
on the work in this stage will depend whether our equipment
will be inferior, or equal, or superior to that of the enemy,
and all this takes time.
When the prototype has been produced, the factory
specifications for its manufacture have to be worked out,
the necessary plant layout has to be designed and buildings
erected or remodelled, staff must be assembled and trained
and the necessary tooling-up process completed before con-
struction can be commenced. And then, when the finished
product becomes available, its tactical use depends on a
long and arduous training of the military personnel for
Apparatus for measuring permeability of fabrics by poison
gases.
whom it was developed. Mass production even in peacetime
bristles with difficulties.
In war problems, all mass production becomes aggra-
vated ; war is not a static affair, it is rapidly moving ; changes
come quickly and war is not only a contest between armies
in the field but a contest based on the industrial resources
of the countries involved. The enemy is constantly changing
his equipment and improving and devising new instruments
and we must do likewise or else we will perish.
The situation now is that we must keep our production
at top speed from existing designs and, at the same time, we
must push forward development work on these designs in
order continuously to improve our weapons and machines
of war. War more than any other of man's activities puts a
premium on being in the lead.
In this endeavour, the scientist and the engineer work
hand in hand. The National Research Council, through its
laboratory facilities and personnel, through co-operation
with government departments, and by correlation of
research in the universities, and through its close affiliation
with the Armed Services as their official research establish-
ment, is playing a not unimportant part in the application
of science to the Nation's war needs.
250
May, 1943 THE ENGINEERING JOURNAL
TELEGRAPH COMMUNICATIONS
L. A. W. EAST
Chief Engineer, Department of Communications, Canadian Pacific Railway Company, Montreal
Like its younger brothers
telephony and radio, tele-
graph communication
brought forth many im-
provements and underwent
much expansion in the
period following the last
world war. From its first use
in Canada in 1846 until this
period, telegraph transmis-
sion had been limited al-
most exclusively to single
wire ground return circuits
employing direct current
and, for the most part,
Morse signals. Manual re-
laying of messages was gen-
eral and uninterrupted
transcontinental service
was difficult to maintain,
frequently being impossible
during periods of aurora
borealis. However, with the
introduction of carrier systems and improvements in tele-
graph equipment during the twenties, these difficulties were
rapidly overcome. Much of this improvement may be
attributed to developments in magnetic materials and
metal alloys, particularly in mechanical parts. In 1918, auto-
matic telegraph equipment was practically limited to a
multiplex system enabling simultaneous transmission of four
messages in each direction over one wire, and relatively
few teletypewriter machines located in central offices.
To-day, thousands of teletypewriter machines, usually called
teletypes, located in branch and individual subscribers'
offices provide speedy and direct communication at sixty
words per minute throughout Canada. Contrasted to the
equipment of twenty-five years ago, these modern machines
can be operated for months at a time without other main-
tenance than occasional oiling of mechanical parts. Manual
retyping and relaying of messages can now be eliminated
by the modern reperforator, whereby received signals are
recorded on punched tape by means of which the same
signals can be automatically retransmitted as required. A
printer reperforator is also available which prints the letters
as well as recording the signal impulses on tape.
Carriek Current Systems
The development of carrier telephone and telegraph
systems may be considered as having its inception in the
application of the vacuum tube and electric wave filter for
the generation, detection and selection of alternating cur-
rents. The first carrier telegraph systems were installed in
Canada in 1927. These provided ten telegraph and one long
distance telephone channel on one pair of copper wires,
using frequencies up to about 11 kc. Due to convenient
association of carrier telephone and telegraph systems, the
utility of a single pair of wires was soon increased. In the
latest carrier telegraph systems now in operation in Canada,
some 42 telegraph and a long distance telephone or broad-
cast transmission circuit are derived from a single pair of
wires. This permits 42 messages to be transmitted simul-
taneously in each direction at 60 words per minute.
A system having still higher message capacity has already
been developed commercially. Using carrier frequencies up
to about 140 kc, it provides 15 carrier telephone channels
on each of which 14 voice frequency carrier telegraph chan-
nels may be superimposed. However, at present, service
requirements in Canada are being adequately and econ-
omically provided by the 30 kc. systems. The advantages
Modern carrier telegraph equipment
and economy of carrier over
physical operation on trunk
circuits are well established.
Incorporating many vac-
uum tube and circuit in-
ventions, tremendous im-
provements have been made
in the stability and effic-
iency of over-all circuit per-
formance and reduction of
operating maintenance.
One or two tubes now per-
form the functions previ-
ously requiring six or eight
tubes. Application of the
negative feed-back circuit
has made possible highly
stabilized repeaters whose
over-all amplification may
be held practically constant
over wide ranges of power
supply voltages. Much sim-
plicity and economy of op-
eration have been made possible by use of the copper oxide
varistor for modulation and demodulation purposes in place
of vacuum tubes. In general, the per channel cost of carrier
telegraph operation has been reduced because of these
developments.
Outside Plant
In sharp contrast to the relatively simple construction of
1918, involved engineering of practically all details of line
construction is now required to enable simultaneous opera-
tion of a multiplicity of carrier telegraph, telephone and
broadcast services without interference. Precise arrange-
ment of wires in pairs and location of poles are matters of
extreme importance. High efficiency loaded cables have re-
placed the simple rubber insulated types of earlier days.
Wide application of improvements in protection against in-
ductive interference and electrical hazards have contributed
greatly to the reliability of service despite the growth in
power lines throughout the country. Developments in wood
preservatives and treatment of poles, galvanizing of hard-
ware parts, glass insulation capable of withstanding extreme
temperature changes, low resistance compression type wire
joints and many others have greatly improved the life,
efficiency and maintenance required in outside plant.
Broadcast Networks and Specialized Facilities
Since 1932 the two major telegraph systems in Canada
have been providing coast-to-coast programme network
facilities for the Canadian Broadcasting Corporation. Some
10,000 circuit miles are operated on a regular schedule of
sixteen hours per day. This network links all of the principal
broadcasting stations throughout Canada. Quick switching
of programme pickups between points thousands of miles
apart is, to-day, a matter of ordinary routine. Private long
distance telephone facilities are operated for the two trans-
continental railway systems. Long distance telephone lines
are also furnished to the various telephone systems. A large
section of the trans-Canada telephone system is operated
over lines of one of the major telegraph companies.
Leased Telegraph and Teletype Facilities
In addition to public telegraph service, the Canadian
telegraph systems furnish many leased wire facilities for
varied services. An elaborate teletype network linking most
of the airports throughout Canada and operating twenty-
four hours per day is maintained for the Meteorological
THE ENGINEERING JOURNAL May, 1943
251
Programme transmission equipment.
Branch of the Department of Transport. Nationwide tele-
type networks are also furnished for the exclusive use of
the principal news gathering agencies. Transcontinental land
line facilities are operated in conjunction with the trans-
oceanic cable and wireless companies in the chain of Empire
communications. Improvements in repeater and automatic
equipment in recent years have greatly reduced the amount
of manual relaying on such circuits.
Wartime Operations
At the outbreak of war, telegraph communications in
Canada were eminently better equipped than in 1914 to
meet the needs of the armed services and various govern-
mental departments. Many private teletype circuits have
been furnished on short notice for the Department of
Munitions and Supply, and the Department of Transport.
Extensive facilities for the Army, Navy and Air Force in
connection with defence communications have also been
provided. With new equipment extremely difficult, if not
impossible, to obtain, these have been furnished for the
most part by transfer of carrier and other equipment from
one point to another. Many improvisations have been effected
in the re-use of old equipment parts and salvaged materials.
Use of additional copper wire has been avoided except where
carrier systems are not feasible or not obtainable. Emer-
gency cars containing portable repeater and terminal equip-
ment have been set up and held in readiness in the event of
damage in coastal areas. A number of long distance tele-
phone facilities have been made available to the telephone
systems to take care of increased traffic in highly indus-
trialized areas.
Post- War Developments
In the light of developments at the outbreak of war many
new innovations may be anticipated. For use when general
service may require it, automatic teletype switching equip-
ment has been perfected whereby teletype subscribers at
local or distant points may be inter-connected quickly.
Means have also been developed whereby a single telegraph
channel may be shared simultaneously by a number of sub-
scribers when service requirements permit, and, it is not
economically feasible for any one subscriber to lease an ex-
clusive channel. Automatic telegraph means, employing fac-
simile transmission, has been developed practically. With
this it is only necessary for the subscriber to drop a hand
or typewritten message into a slot and push a button. The
message is automatically transmitted to the central tele-
graph office there to be retransmitted to the distant point.
A facsimile reproduction of the original message is produced
and released at the receiving subscriber's machine. Facsimile
and telephoto equipment has been developed to transmit
graphic and pictorial material. During the occasion of the
Royal Visit to Canada of the King and Queen in 1939, some
250 to 300 pictures were transmitted for the various news
agencies by portable equipment using programme trans-
mission facilities of the telegraph companies. The feasibility
of operating some 240 telephone channels simultaneously
over two pairs of concentric conductors contained within a
single lead sheathed cable has already been demonstrated.
Considering that some 14 telegraph channels can be super-
imposed on each of these voice frequency channels, some
idea of the present state of the art, insofar as the number
of messages which can be handled over a single metallic
Modern telegraph operating room.
circuit, can be obtained. Employing conventional multiplex
equipment this number is at once doubled so that some
6,720 teletype circuits could be operated over a single pair
of such coaxial conductors. The electronic and photographic
principles of television suggest even greater possibilities.
Perhaps it may not be too much to suppose that, when tech-
nical development can again be turned to peacetime pur-
suits, recorded messages may be transmitted instantly.
252
May, 1943 THE ENGINEERING JOURNAL
TELEPHONE COMMUNICATIONS
PEACETIME RESEARCH MEETS WARTIME CRISIS IN TELEPHONY
H. G. OWEN
Bell Telephone Company of Canada, Montreal
Continuous improvement
through unremitting re-
search— that is the story of
telephone development
since The Engineering Jour-
nal made its first appearance
25 years ago, and it is this
research which explains the
readiness with which the
telephone system has met
the tremendous wartime ex-
pansion of the past four
years.
In 1918, as in 1943, all
the resources of telephone
science were being concen-
trated upon war problems.
Bell System engineers were
busy devising methods of
ensuring secrecy in military
communications, circuits
for firing mines by remote
control, and electrical ears
for detecting enemy gun
emplacements, submarines,
and airplanes from afar.
Telephone manufacturers
were turning out shock-proof field telephones and gas masks
equipped with telephones for the land forces, helmets
equipped with telephones for the air force, radio sets for
the tank corps, and electrical stethoscopes and probes for
the medical corps.
With the armistice, all this activity was directed upon
the problems of telephone expansion created by the boom
of the 1920's. The fruits of this intensive study can be most
readily seen in a comparison of telephone service in 1918
with that in 1943, and in a brief review of its by-products
which have appeared in almost every field of modern science.
First, consider the telephone set itself. In 1918, the most
modern tj^pe was the desk stand set. The telephone user
of 1943 is still familiar with the outward appearance of this
instrument, and may become increasingly so as wartime
shortages compel the reconditioning and re-use of all tele-
phones in stock.
Despite this outward similarity, there is no comparison
between the desk stand set of 1918 and that of 1943. The
modern transmitter is eight times more efficient over a
wider range of tones than that of 1918. The modern receiver
unit weighs only three ounces, compared with ten for that
of the old desk stand, yet its efficiency is even greater.
Finally, the circuit of the modern set is specially designed
to reduce the effect of room noise picked up by the trans-
mitter and reproduced by the receiver of the same set.
In 1918, there were no dial exchanges in the Bell System.
The Bell Telephone Company of Canada opened its first
dial exchange in Toronto in 1924. Beginning in 1933, dial
service was also extended to small-town exchanges, and at
the present time, 72 per cent of all the company's telephones
are dial-operated.
In 1918, a caller often had time to go out and play a
game of golf between the times of asking for a long distance
connection and obtaining it. By 1939, the average time for
establishing an out-of-town connection had been reduced
to 78 seconds. Under war conditions, that figure has- risen
again slightly, to 102 seconds, but 90 per cent of all long
distance calls are still completed while the caller remains at
the telephone.
The latest method of providing storm-proof long distance
telephone facilities is by burying cable directly in the ground
by means of special plough drawn by powerful tractors. This
type of cable is being laid in 1943 to link Ottawa, Montreal
and Toronto.
In 1918, the Bell of Can-
ada had no inter-city cables
and no carrier systems in
service. The company's first
long cable was erected be-
tween Toronto and Hamil-
ton in 1924, and the first
carrier svstems were in-
stalled in' 1928. The use of
cable ensures greater pro-
tection from storms than
open-wire lines afford, while
carrier permits several con-
versations to be carried on
over the same wire circuit
at the same time. The con-
versations no more interfere
with one another than a
broadcast from one radio
station interferes with a
programme from another
station which is operating
at a different point on your
radio dial.
The loading coil of to-day
is one sixth the size of the
1918 coil, yet the use of
the permalloy core instead of the old iron one renders the
coil far more efficient. The modern telephone repeater lasts
ten times as long as the vacuum tube of 1918, and gives
many times greater amplification for the same amount
of current. The effect of these developments is indicated by
the world-wide extension of the service during this period.
In 1918, long distance service of The Bell Telephone
Company was available only to other communities in the
provinces of Ontario and Quebec, and those in the United
States within the radius of a thousand miles. It was not
until the following year that regular commercial service was
established to the Maritimes and not until 1920 that a
Canadian telephone user could call anywhere in Canada
and the United States. Even then, service between the
Maritimes and Quebec, between Ontario and the Prairies,
and between the Prairies and British Columbia was pro-
vided only over lines in the United States.
It was not until 1932 that the Trans-Canada Telephone
System was officially inaugurated. It is jointly owned and
operated by the seven major telephone systems of the
Dominion. These systems include the Maritime Telegraph
and Telephone Company in Nova Scotia, the New Bruns-
wick Telephone Company, the Bell Telephone Company of
Canada in Quebec and Ontario, a government system in
each of the three Prairie Provinces, and the British Colum-
bia Telephone Company.
Transatlantic radio-telephone service was introduced in
1927. From then on, overseas connections were extended
year by year until at the beginning of the war, any Canadian
telephone user could reach any important country in the
world except the U.S.S.R. or New Zealand, and could also
speak with passengers on ships at sea.
Meanwhile, many by-products had come from telephone
research. Bell Telephone Laboratories improved the elec-
trical stethophone, the artificial larynx for those whose
vocal cords have been removed, and a variety of aids for
the hard-of-hearing. They evolved orthophonie recording,
sound motion pictures, magnetic tape recording, and the
reproduction of recorded music in auditory perspective, as
exemplified in Walt Disney's Fantasia. They contributed
THE ENGINEERING JOURNAL May, 1943
253
to the development of two-way radio-telephone for planes in
flight, and other devices to promote air safety, and to
teletype, telephoto, and television.
Then came the war. As a result of this 25 years of develop-
ment, the telephone companies and the telephone research-
ers were ready. With little change in standard practices,
they swung easily in the new direction required by the war
effort.
First, consider the effect, of war upon ordinary telephone
service. Between 1939 and 1943, Ottawa, heart of the
nation's war effort, has actually doubled its telephone
requirements. Twice as big as in 1939 are the government's
private branch exchange, which is large enough in itself to
serve a small city; the Ottawa-Hull telephone exchange
building; and the volume of long distance calls from the
capital. Calls between Ottawa and Toronto have increased
fourfold since the outbreak of war.
To ensure storm-proof service between the capital and
the two largest cities in the Dominion, new cables, ploughed
directly into the ground by means of a special tractor-drawn
plough, are under construction from Ottawa to Montreal
and Toronto. Many circuits in the Montreal-Ottawa section
were made available on an emergency basis following the
year-end sleet storm.
Additional circuits to the Maritimes and the Prairies
have involved the erection of two entire new lines, poles
and wires, from Montreal to Edmundston, New Brunswick,
and from Ottawa to North Bay. Direct circuits have had
to be provided from Ottawa to Halifax, Winnipeg, and
Washington.
These are only the major projects. All over the two prov-
inces served by The Bell Telephone Company, military,
naval, and air force centres, government, industrial, and
war service organizations have called for telephones, public
telephones, teletypewriters, private branch exchanges, and
other installations of many different kinds — some involving
unusual engineering problems.
The part the Trans-Canada Telephone System is playing
in the nation's war effort is revealed by the rapid increase
in the number of messages handled since the outbreak of
war. The annual calling volume has leapt from 87,000 in
1939 to 121,000 in 1940, 200,000 in 1941, and 276,000 in
1942.
In 1940, the longest direct circuit in the British Empire
was placed in service between Toronto and Vancouver, a
distance of over 3,000 miles. With the direct circuit opened
between Halifax and Toronto in 1941, connections can be
established from Halifax to Vancouver with but a single
switch — at Toronto.
Despite these undeniable wartime requirements, the tele-
phone industry must still effect economies in its use of
vital materials. The Northern Electric Company makes 90
per cent of all telephone equipment manufactured in
Canada. Over 80 per cent of this great plant is now directly
devoted to war production. The manufacture of new tele-
phone equipment is confined to high-priority jobs only.
In such new installations as are still required, a number
of substitutions have been adopted for telephone materials
which are also war materials. It is estimated that the Do-
minion's telephone systems are saving enough aluminum
annually by such substitutions to build more than 16
fighters or half as many bombers.
Here is a specific example of how the company has been
able to fall back upon peacetime researches to meet a war-
time crisis.
When the wires in a telephone cable have been spliced,
the bunched joints are enclosed in a lead sleeve with a short
length of lead sheath at each end, and a wiped solder joint
is made to seal the sleeve to the sheath. Since the seizure
of Malaya, source of 80 per cent of the world's tin, the
metals controller has successively limited the proportion of
tin used in solder from 40 per cent to 38 per cent, then to
30 per cent, and finally to 20 per cent. From studies made
by Bell Telephone Laboratories long before a war emergency
was ever thought of, solder formulae had to be selected
which contained the requisite proportion of tin, but com-
pensated for the reduction in the tin content by the addition
of other metals such as cadmium or bismuth. With the
introduction of each new type of solder, the entire cable-
splicing force had to be trained in its use.
Not only did the company reduce the tin content of its
solder, but it also introduced the "Victory Joint," which
effected a 50 per cent saving in the amount of wiping solder
used in 1942.
There is another metal telephone companies are even
more anxious to save. That is copper. A machine gun in
action for four minutes uses as much copper as a mile and
a half of telephone wire. The average 10,000-ton merchant
vessel requires nearly enough copper to erect a telephone
circuit from Montreal to London, Ontario.
Copper is being saved by the installation wherever
possible of carrier systems instead of the erection of new
wires. Through a more intensive use of carrier than ever
before, applied to one long distance line alone, The Bell
Telephone Company obtained several badly-needed cir-
cuits which would otherwise have required the erection of
500 tons of copper wire in 1942. The new Ottawa-Montreal-
Toronto cable is designed for the ultimate provision of 20
12-channel carrier systems, in addition to the regular wire
circuits.
Eventually, it may be necessary to get along with sub-
stitutes which cannot altogether replace the materials which
were evolved only after years of research. For example, to
economize the use of nickel, iron has replaced a nickel alloy
in the core of the telephone ringer magnet. Iron-core ringers
are less satisfactory, especially when they are located at the
end of long lines, where only a small amount of current may
reach them.
It is possible that further restrictions in civilian telephone
service may be necessary before the final victory is won.
Some companies are trying to console their customers for
present wants by promises of future miracles. Traditionally
conservative, the telephone system prefers to state merely
that the policy of seeking constant improvement will be
pursued even more diligently than in the past.
The plastic telephone set is already with us, and coloured
plastic housings were under study when the war began. A
limited number of combined, or bell-in-base sets released
before 1940 indicates a trend toward more compact, stream-
lined design.
Dial operation is being extended to long distance service,
so that an operator in Montreal can dial a number in
Toronto directly, without having to pass on the number to
the Toronto operator, this speeding up inter-city connec-
tions. Although the prospect of nation-wide dial service is
very far distant indeed, it opens up immense possibilities
to the imagination.
Coaxial cable, that "wire in a tube" which permits the
transmission of frequency bands a million cycles wide, and
methods of reducing the band of frequencies Required for a
single voice channel without distorting the speech, may
permit an almost limitless multiplication of inter-city-
telephone circuits in the future. The American Telephone
and Telegraph Company is considering the feasibility of
laying a transatlantic coaxial cable after the war to supple-
ment the existing radio channels. It would involve the use of
repeater tubes designed to operate unattended for more
than 20 years on the bed of the ocean.
Since the coaxial cable is also capable of accommodating
the very wide range of frequencies required for television,
it is possible that the post-war telephone user will not only
talk to his girl in London, but also see her — and all over
the same wire!
Thus, at the conclusion of our review of 25 years in the
history of telephony, we find ourselves upon the threshold
of another 25 years packed with staggering potentialities.
254
May, 1943 THE ENGINEERING JOURNAL
RADIO COMMUNICATIONS
GORDON W. OLIVE
Chief Engineer, Canadian Broadcasting Corporation, Montreal
Perhaps the outstanding advance, to date, in the art of
conducting warfare in World War II is in radio communi-
cation. It is significant that, through the use of radio
location, the secret weapon which Britain had perfected
prior to the outbreak of the Second World War, R.A.F.
fighter planes were used to best advantage to repel the
Luftwaffe and eventually control the air and win the air
battle of Britain in 1940.
Twenty-five years ago, radio was referred to as wireless
communication but, with the conclusion of the First World
War, and with all wartime bans on radio operation removed,
vacuum tube oscillators, developed for wartime use, rapidly
replaced so-called spark transmitters. With the advent of
the vacuum tube, the first practical use of radio com-
munication was made for voice transmission.
International Problems and Conventions
The international problems, insofar as radio communi-
cation is concerned, are governed by two major factors:
(1) radio waves spread out everywhere stopping at no
boundaries and are capable of great mutual interference;
(2) the number of radio communication channels is de-
finitely and severely limited. The implications of these facts
are far-reaching and led to the post-war International
Radio Convention at Washington in 1927. This conference
was attended by 79 nations of the world and resulted in
the adoption of what is known as the "International Radio
Telegraph Convention and General Regulations Annexed
Thereto."
It may be said that radio, more than any other business,
depends for its efficiency on co-operation between people at
great distances and such co-operation can best be promoted
by understanding, conferences and friendships such as are
only possible by frequent international gatherings. Hence,
in 1932, a second World Convention on Radio Communica-
tions took place at Madrid and, in 1938, at Cairo in Egypt.
At the Madrid Conference, the International Radio Con-
vention Regulations were completely revised. These con-
ventions are arranged through the Bureau of International
Telecommunications' Union at Berne, Switzerland.
In order to keep up to date with the technical progress
that was being made in radio, the 1927 International Con-
vention provided for the establishment of a technical
committee known as the International Technical Consulting
Committee on Radio Communications, or the C.C.I.R.
(Comité Consultatif International des Radiocommunica-
tions), to meet every two years to consider technical
recommendations which would be consistent with technical
progress made since the holding of the last world conference.
This committee, which was organized following the Wash-
ington Conference in 1927, held its first meeting at the
invitation of the Netherlands Government at The Hague
in September, 1929. Fifty-two countries of the world were
represented and the groundwork was laid for technical
progress in radio communications on an international basis.
A second meeting of the C.C.I.R. took place at Copenhagen
in Denmark, in 1931, and meetings have been held since at
regular intervals. The location and date of all International
Radio Conventions of importance since the advent of
"wireless" are as follows: —
Berlin (1st Administrative) 1906
London (2nd Administrative) 1912
Paris (Technical) June- August 1921
Geneva (European Broadcasting) .
Washington (3rd Administrative) Sept. -Nov.
Ottawa (North American)
The Hague (1st C.C.I.R.) Sept.-Oct.
Prague (2nd European Broadcasting)
Copenhagen (2nd C.C.I.R.) May-June
Madrid (4th Administrative) Oct.-Dec.
Ottawa (2nd North American) Mav
Lisbon (3rd C.C.I.R.) Sept.-Oct.
Havana (Technical) March
Bucharest (4th C.C.I.R.) May-June
Havana (Inter-American) Nov.-Dec.
Cairo (5th Administrative) Jan. -April
Santiago de Chile . . . (2nd Inter-American) January
1927
1927
1929
1929
1929
1931
1932
1934
1934
1937
1937
1937
1938
1940
The RADIO SPECTRUM
S.fs
The ETHER SPECTRUM
Angstrom Units
06 01
. RaDiO „
Shout Waves
•used in BaDiO Communication
CENTIMETE3
WAVES
oc Hiat Rays
1 — Solas Rays
Rcachino, Eaot
UlTHA
Violet
X Rays
Rays
N»Z.e AN&STGOM UNITS
(I AN6ST00M UNIT-IOMILUCfiONJ ■ 10* CwJ
THE ENGINEERING JOURNAL May, 1943
255
It will be observed that of the 17 international meetings
on radio from 1906, all but two of these have taken place
since 1921.
The London Conference of 1912 was the effective interna-
tional document until the Washington Convention of 1927.
The long interval between these conventions was, of course,
due to the First World War but the London Convention
remained internationally effective during the whole period
from 1912 to 1927.
Canada and Great Britain
The history of radio communication in Canada is really
the history of the development from the time of Marconi,
for Canadians were keenly aware of the successful attempt
to span the Atlantic made in 1901 between Poldhu in
Cornwall, England, and St. John's, Newfoundland.
Quoting from a periodical of that time, we find the
following prophetic comment in connection with Marconi's
triumph :
"When gas was introduced into the House of Par-
liament in London, members of the Parliament touched
the pipes gingerly and marvelled that they were not hot.
"When Morse sent his first telegraph message over the
wire between Washington and Baltimore, people thought
it incredible and were almost convinced that the final
wonder was come.
"The people of to-day are looking on an achievement
as wonderful and perhaps as epoch-making as the dis-
covery of gas or the discovery that electricity could be
sent through wires for communication at a distance.
"Marconi has proved electrical telegraphy not im-
possible without wires. This apparently cuts the practice
of telegraphy from all its earthly bounds. The imagination
can hardly conceive of the possibilities in store."
One of the earliest experimenters in radio communication
was Sir Ernest Rutherford. In the year 1902, Ernest Ruther-
ford, then a professor of physics at McGill University,
Montreal, carried out successfully the transmission of
signals by wireless to a moving train on the Grand Trunk
Railway system between Montreal and Toronto. Nothing
was done to adapt the science to transportation uses at
that time. However, it seemed fitting that in the year 1923,
the Canadian National Railways, of which the Grand
Trunk was an important component, broadcast on Decem-
ber 31st of that year what was probably the first com-
mercial network radio programme in the world, employing
a radio network made up of Station CHYC owned by the
Northern Electric Company in Montreal and Station OA
in Ottawa, owned by the Ottawa Radio Association, using
transmission facilities of the Bell Telephone Company of
Canada.
Radio communication is a very wide field for it covers
not only that which the layman is perhaps most familiar
with — broadcasting for entertainment purposes — but also
all other forms of electrical communication without the use
of inter-connecting wires. During the past twenty-five years,
radio communication has been supervised in Canada by the
Radio Branch, Department of Marine and, in more recent
years, by the same branch under a new Minister, i.e., the
Department of Transport. In the United States, the same
function is carried out by the Federal Communications
Commission except that this body, since 1934, has super-
vised for the Government the operation of all communica-
tion facilities, radio and land line.
The Postmaster-General is the licensing authority for all
radio transmitting and receiving stations in Great Britain
and Northern Ireland. The principal services operated by
the British Post Office may be classified under the following
headings :
Ship-to-shore radio telegraphy.
Long-wave radio service.
Point-to-point radio telegraphy.
Point-to-point radio telephone services.
Radio telephone to ships.
In addition to these services, as the statutory authority
for the control of radio telegraphy in Great Britain, the
British Post Office has a close interest in broadcasting, the
control and issue of licenses for radio transmitting and
receiving, the investigation of complaints of interferences,
etc. The B.B.C. like the Canadian Broadcasting Corpora-
tion with respect to the Radio Branch, Department of
Transport, is separate from the Post Office and is governed
by a Board appointed by the Government, and derives its
revenue from broadcast license fees collected by the Post
Office and from the sale of its B.B.C. periodicals.
In Canada, the Department of Transport, Radio Branch,
besides acting as the controlling and licensing authority on
behalf of the Government over radio communication, itself
operates coastal and inland radio stations for direction
finding and point-to-point communication. Other organiza-
tions in the Dominion which it licenses to operate radio
facilities, both trasmitting and receiving, are the C.B.C.
and private broadcasting stations, the Canadian Marconi
Company, (which established a beam service from Canada
to England in 1926 and to Australia in 1928), the various
branches of the military forces, the municipal and provincial
police and the Royal Canadian Mounted Police, the various
transportation companies, railway, air and water, the radio
broadcasting listeners and, in peace time, the radio amateurs.
To accommodate all these radio communication services,
the radio spectrum, i.e., the frequency bands from 10 kc.
to 3000 megacycles or from 30,000 metres to 10 cm. is
now divided as indicated in the figure on page 255.
It will be observed that the part of the ether spectrum
occupied by the radio spectrum is indicated and then the
radio spectrum is divided into the main division extending
to-day from 10 kc. to 3000 megacycles in frequency or
from 30,000 meters to 10 cm. in wavelength. Comparison
is also made with the allocation some twenty-five years ago
before the advent of voice or music transmission, when
practically little commercial use was made of the high
frequency end of the radio spectrum.
Radio Broadcasting in Canada
Perhaps if we trace the development of radio broadcasting
in Canada from its modest beginning, we might best indicate
the developments in the art generally during the past
twenty-five years. The important date to remember in
connection with the development of radio broadcasting in
Canada, besides the ones already mentioned, is the year
1929 when the Aird Commission had been appointed by
the Government of Canada to look into the problem and
to recommend how best the development and operation of
radio broadcasting should take place in the Dominion. The
report of this commission offered the first real attempt at
a comprehensive plan to establish radio broadcasting com-
munication on a national basis. It was not until the year
1932 that it was found possible, however, to follow up the
recommendations of- the Aird Commission by appointing a
House of Commons Radio Committee to make recommend-
ations to Parliament, and following the unanimous report
of that committee, national control and operation of radio
broadcasting were organized in 1933. Later, in 1936, based
on the first experience with national ownership, further
changes were made in the set-up and the Canadian Broad-
casting Corporation came into existence on November 2nd
of that year. An important change that took place on that
date was the creation of a Board of Governors of the C.B.C.
as distinct from management and operations. The board
dealt with matters of policy affecting radio broadcasting
generally in Canada and management dealt with the par-
ticular administration and operational problems of the
C.B.C. An increase in the license fees also helped consider-
ably to obtain the additional revenue required for expansion.
The Royal Visit
Perhaps the most comprehensive test in the use of radio
broadcasting facilities to cover an event of world-wide
interest was the job assigned to the C.B.C. to cover the
256
May, 1943 THE ENGINEERING JOURNAL
Royal Visit in Canada in May and June, 1939. Many
months before Their Majesties were due to arrive at Quebec
city and to commence their six weeks' tour of Canada and
the United States, preparations were going on so that
adequate equipment and facilities would be available when
required for all the thirty-three broadcasts that were
scheduled to completely cover the historic event. The high-
light of the Royal Visit was on Empire Day from Winnipeg,
when the whole of the British Empire was linked up with
that city for two-way broadcasting in the exchange of
greetings around the world. This important event in the
history of Canadian radio communication required the
co-ordination and the use of the facilities of all the major
communication companies of the Dominion and of the
British and colonial broadcasting systems. In Canada,
facilities of the Bell Telephone Company of Canada,
Canadian National Telegraphs and Canadian Pacific Com-
munications and of the Canadian Marconi Company were
all employed, and the fact that the complete two-hour
programme was carried throughout the world without a
hitch was due to the excellent co-operation of all these
organizations working with the C.B.C. and also through the
excellent co-operation of the British Broadcasting Corpora-
tion, without whose valuable help the event would not have
been possible. The B.B.C.'s high-powered shortwave trans-
mitters, which had been developed from the modest begin-
ning in 1932, were brought to the peak of efficiency for this
event and guaranteed the satisfactory transmission and
reception of the programme to all parts of the Empire.
With the intensive development and excellent provision
of equipment that was made necessary for the Royal Visit
broadcasts, the C.B.C. found itself in a splendid position
to carry on its increased responsibilities at the outbreak of
the Second World War, September 3rd, 1939. At that time
two-thirds of the total power of broadcasting stations in
Canada were owned outright by the Corporation and it
was operating over forty hours of network broadcasting
per day supplying programmes from its principal studios in
Montreal, Toronto, Winnipeg, Vancouver and Halifax, and
from the B.B.C. through the C.B.C. -owned shortwave
receiving station in Ottawa and from the American net-
works.
Waktime Operations of the C.B.C.
The wartime technical plans of the C.B.C. include the
following major items: —
1. Conservation of equipment by every means possible
to prolong the life of such items as vacuum tubes, con-
densers, transformers, moving parts, etc.
2. Provision of standby antenna and power supply
units at vital points to ensure continuity of service.
3. Replacement of technical personnel required for war-
time duties elsewhere by training of other temporary
personnel not eligible for military service.
4. Help to other organizations such as the Department
of Transport, Radio Branch, civilian emergency com-
mittees, Free French Forces, etc., in carrying out
important wartime assignments.
5. Protection to vital C.B.C. plants against sabotage
by provision of protective fences, floodlights, fire pro-
tection and the use of armed guards.
Of the actual work to assist in the war effort, apart from
the normal technical operations, perhaps the most interest-
ing is the assistance that was given to the Fighting French
Forces in the establishment of vital communications over-
seas. Members of the C.B.C. Engineering Division spent
considerable time abroad on initial plans of an important
undertaking and the C.B.C. Engineering Division in
Montreal was able to render vital assistance in the prepara-
tion of engineering plans including actual layout, mechanical
and electrical drafting.
Because of its interest in radio interference matters
generally, the C.B.C. has been assisting other Government
departments in investigating interference with radio recep-
tion on tanks and other armoured vehicles as used by the
Canadian Army. To protect the broadcasting network in
areas that were considered vital and hazardous, radio links
were established using frequency modulation transmission
so as to by-pass physical circuits which might, in an emer-
gency, not be available to the C.B.C. to carry on its opera-
tions. This work is proceeding.
Post- War Radio Communications
What of the post-war years, when the effect of wartime
necessity and secrecy will have been removed and radio
communication will once again be mainly concerned with
peace time pursuits and civilian needs ? Perhaps the
greatest change that we can foresee will be brought about
by the introduction of frequency modulation transmission
for point-to-point radio communication to replace wire
lines and, through the use of the same medium, for broad-
cast entertainment purposes in urban centres.
One of the great difficulties to-day in the use of the
medium wave broadcasting channels is that to accommo-
date all the broadcasting transmitters needed to give
service, only 10 kc. separation can be permitted between
stations. With the use of frequency modulation transmission
for broadcast entertainment purposes, there immediately
are opened up new channels in the ultra-high frequency
bands which are necessary to accommodate the wide bands
required for frequency modulation transmission (i.e., the
bands between 30 and 300 megacycles). The very nature
of radio transmission on these radio frequencies is such that
an optical path is the limit of transmission, i.e., you can
transmit as far as the horizon. For instance, a 1 kw. FM
transmitter operating in the 40 megacycle band and with
an antenna height of about 300 ft., might transmit 70 miles
if the surrounding terrain is suitable. Inherent with FM
transmission, is high fidelity response and practically no
noise or interference. This medium, therefore, offers excel-
lent radio broadcast reception in urban centres of popula-
tion while, at the same time, the present broadcast band
may be employed wholly for the use of high-powered broad-
cast transmitters of 50 kw. power or greater, each channel
separated by 20 kc. instead of 10 kc. as at present to
permit high fidelity reception in rural as well as in urban
centres. As far as the listener is concerned in the post-war
years the radio receiver might be of the push-button type
capable of receiving equally well the present amplitude-
modulated transmission in the medium-wave broadcast
band and the new frequency-modulated transmission in the
ultra-high shortwave band. The listener would simply push
a button to get a particular station and would not be
unudly concerned with just how the transmission was being
directed to his receiving set.
With such high fidelity reception there would then be
the need for improvement in network transmission. Physical
programme circuits linking up broadcast centres across the
Dominion would have to be capable of much wider band
transmission than at present and in some locations it might
be found more economical to operate radio point-to-point
links through the use of FM instead of the physical circuits
commonly employed to-day. The next step after the intro-
duction of FM transmission would be the use of television
applied at first on an experimental basis. In a country like
Canada, of great distances and limited population, the one
factor in delaying the introduction of television to the
whole population will be that of cost. Of the wartime
developments and improvements in radio communication,
we can only know with certainty that with the coming of
victory for the United Nations' cause, will also come the
benefits to peaceful pursuits of such important applications
as radio location and other radio communication devices
now employed by our fighting forces.
One wartime radio communication development for
Canada which can be mentioned here is the establishment
of a high-powered international shortwave broadcasting
centre at Sackville, N.B. It is expected that this new
development will be operating sometime in 1944 to carry
the radio voice of Canada to the far corners of the world.
THE ENGINEERING JOURNAL May, 1943
257
WARTIME TRAFFIC
N. B. WALTON
Executive Vice-President, in charge of Operation, Maintenance and Construction,
Canadian National Railways, Montreal
While not primarily de-
signed as strategic lines, the
routes of the Canadian
National Railways system
are admirably located to
serve the war effort of Can-
ada and the United Nations
and they have been doing
so since September, 1939.
Possessing 23,600 miles of
road, the largest rail mileage
in North America, serving
all deep water ports in
Canada, with international
connections and many miles
of track reaching a score of
important industrial centres
in the United States, the
Canadian National Rail-
ways are well located to
answer the demands of war-
time emergency.
Eastern lines now within
the system did a big trans-
port job beginning in August
1914, and continuing until
the last of Canadian over-
seas troops had been re-
turned to the Dominion in
1919. From September 1939
to this date these lines have
given similar service on
much larger scale. During
1914-1918, from interior
points to the seaboard, these
The latest type of hospital car in service on Canadian railways
can accommodate twenty-eight hed cases.
eastern lines carried on 1,191 special trains and by regular
trains, 813,998 military passengers. These totals have been
greatly exceeded — more than twofold — during the forty-
three months of the present war.
To illustrate the war task imposed on the system these
figures will serve: in 1938, the pre-war year, 10,289,000
passengers of all categories w.ere carried; in 1942, the total
had risen to 30,363,000.
Military passenger traffic is vitally important, and in
addition armies need munitions and supplies and civilians
in war zones require food. Canada has an imperative duty
to manufacture, produce and transport supplies and food.
As an example of the growth of wartime freight traffic these
figures are presented: in 1938, Canadian National Railways
carried 40,577,666 tons of freight; in 1942, the total freight
transported amounted to 71,545,000 tons, which constituted
an all-time record.
To deal with such an immense tonnage, large fleets of
locomotives and freight cars are essential. It may appeal-
surprising to learn that in 1943 the Canadian National
Railways have in operation fewer locomotives and less
freight cars than in 1938 when a smaller volume of freight
was transported. In 1943, the company has in use approxi-
mately 2,500 locomotives of all classifications and just over
90,000 freight cars. In 1938, the system employed an addi-
tional hundred locomotives and approximately 2,000 more
freight cars. The answer to the problem is to be found in
the increasing daily mileage made by cars and locomotives
in 1943, in the greater tonnage of the average freight train,
and in the larger tonnage of freight loaded into the average
car. By stepping up the locomotive maintenance pro-
gramme, the equivalent of 264 additional locomotives was
obtained. Similarly, an increase in the serviceability ratio
improved the freight car
situation by 3,900 units.
The additional passenger
traffic was handled by in-
creasing the number of
trains, the length of trains,
the daily mileage made by
cars, and the passenger
car load.
In passenger traffic, a new
service has been established
requiring the daily trans-
portation to and from war
plants of well over 20,000
workers, actually an indus-
trial commutation service.
To obtain equipment for
these special trains a con-
siderable number of units
were salvaged and rede-
signed by mechanical en-
gineers of the Canadian
National. By removing the
conventional seats and pre-
paring a new interior plan
with seating along the sides
and a row down the middle,
the capacity of these cars
was increased to 126 pas-
sengers. Some of the units
to be reconditioned for this
purpose include the moun-
tain observation cars form-
erly employed between Jas-
per and Kamloops to allow
passengers on the transcontinental main line a clearer view
of the Rockies. These cars are in service every day rolling
to and from important war plants in Quebec and Ontario.
By far the greater part of present day passenger traffic
is due to war work. Quite apart from the large number of
military passengers travelling daily, a considerable number
of civilians move on business directly concerned with the
country's war effort. This includes movements of large
groups of workers being sent to special war projects under
construction or for the additional manning of plants already
in operation. In this connection large numbers of men,
military and civilian, employed during the construction of
the Alaska-Canada highway were moved from distant
centres over the Canadian National Railways. During the
same period a very heavy tonnage of machinery and
material required for construction work also moved over
the National Railways
Much of the freight handled by the system even' day is
rather of the "secret and confidential" character and may
not be particularized. However, there is no special secret
in the fact that the company does handle a great deal of
interesting war material including tanks, planes, shells, and
even light craft built inland and designed for coastal service.
Travellers who use important main lines have seen stacks
of cases at yards and close observers note that the character
of these great piles changes frequently. These are goods
assembled along the railway awaiting the gathering of ships
for a convoy. When the ships are ready, thousands of tons
of these goods begin their journey to the seaboard to be
laden on ships for the ocean crossing.
During the pre-war years the roadbed and bridge struc-
tures of the system were maintained at a satisfactory stand-
ard, and in 1939, when it became evident that a crisis was
258
May, 1943 THE ENGINEERING JOURNAL
approaching in Europe, measures were taken to strengthen
and expand those sections of the line which experience in
1914-1918 had indicated would be called on to sustain
heavier movements. Considerable stretches of passing tracks
were lengthened, greatly speeding up movements over lines
east of Montreal, and additions were made to yards in
Quebec and the Maritimes, signal systems were enlarged,
and, at the same time, a large tonnage of heavy rail was
relaid in the important traffic areas of Ontario and Quebec.
Shop facilities were increased at eastern points, coal docks
enlarged and later a system of lighters was established at
an eastern port to assist in the quick transfer of cargo be-
tween land and ships.
After the outbreak of war, it was necessary to provide
spurs and sidings to accommodate war plants and Royal
Canadian Air Force fields and stations. To the first quarter
of 1943, such additions have required the construction of
well over 200 miles of track.
For security reasons it is not permissible to give details
of this special work which has a direct bearing on the nation's
war effort. To the close of 1941, expenditure on this account
amounted to approximately $10,000,000 and since then that
sum has been substantially increased.
To deal with the traffic situation imposed by the war, it
was necessary for the Canadian National system to design
and provide a considerable number of units of special equip-
ment for military passengers. Probably, the most widely
known of these special types is the commissary kitchen car
used in special troop trains. In the new order of things,
quantities of food are carried in these cars and cooked there-
in, but meals are served to the men of the armed forces in
the cars to which they have been assigned. Orderlies come
from the troop cars and carry the food to their fellow
soldiers, one kitchen car being capable of serving 600 indi-
viduals at each meal. Some of the cooking is done by taking
steam from the tramline. A type of steamer installed on
these kitchen cars can cook at one time all the potatoes re-
quired by a train load of troops.
A new type of dining car was also developed for use where
smaller numbers of men are travelling. This is a "long table"
diner, with two tables running the length of the dining-room,
permitting waiters to serve from the centre of the car. These
tables seat 54 men, instead of the regular diner capacity of
30 to 36. •
War conditions which added considerably to the volume
of passenger traffic on many lines, led to the production of
a new style of café car, popularly called a coffee-shop on
wheels. This car has its kitchen in the centre with a dining
room at each end, patrons being seated on settees at the
sides of the car, 40 being accommodated at one sitting. The
coffee-shop specializes in "plate" meals so that a larger
number of passengers may be served in less time than when
the standard diner is in use.
For entirely different service, the company has co-oper-
ated with the Department of National Defence in the design
and fitting out of hospital cars. The first unit of this char-
acter was placed in service in July 1940, after inspection
by the Royal Canadian Army Medical Corps. In this car,
berths were removed to be replaced by hospital cots so that
serious cases could be handled conveniently. This type of
car was planned to form the medical centre of a train carry-
ing casualties from seaboard to inland points.
In November 1941, the Medical Department of the Cana-
dian National Railways again co-operated with the Royal
Canadian Army Medical Corps to design a slightly different
type of hospital car accommodating twenty-eight bed cases.
As direct contributions to the country's war effort, two
special responsibilities were accepted by the Canadian
National Railways. One was the establishment of a plant
for the manufacture of munitions; the other the enlarge-
ment of an existing dry dock and shipyard to allow for the
construction of the type of cargo ships needed for the United
Nations sea transport.
The manufacturing plant was organized as National
Railways Munitions Limited, a Crown plant operated by
the subsidiary company for the manufacture of naval guns
and field artillery mounts. A complete new structure was
erected on railway property at Montreal, the location being
selected to make full use of existing facilities for drainage,
steam, water and power, and, at the same time, take ad-
vantage of the protection afforded by the enclosures already
built for other railway structures. The shop measures 505
by 513 ft. and is laid out in eight longitudinal bays, varying
in width from 61 to 66 ft. the design following closely the
neighbouring locomotive erection shops. Foundations and
walls to a height of 5 ft. above the ground are of reinforced
concrete with brick walls above. The frame is of structural
steel and the roof of laminated timber construction. Ample
light is provided from wall windows, skylights and monitor
sash. Glass in the walls measures 33,000 sq. ft., or 25 per
cent of the total, the skylight glass measures 64,000 sq. ft.,
nearly 25 per cent of the total roof area. As the shop will
ultimately be used as a car repair shop, the design is in
accordance with railway requirements.
The first contract undertaken at the National Railways
Munitions plant was for naval guns and when that order
was completed the plant received another important order
for a naval gun of larger calibre.
Another contract awarded to the plant was for the manu-
facture of field artillery mounts and at present the workers
are busy with guns and mounts.
When the enterprise was started, none of the mechanical
staff of the railway had any experience in the classes of
work which had been undertaken. A nucleus of trained
machinists was obtained from the National Railways loco-
motive shops at Montreal and Stratford. In turn, they im-
parted their knowledge to newcomers and in time a com-
plete working staff of one thousand individuals was in active
service. A large proportion of these workers are women
trained on the premises for the special tasks at which they
are employed.
The other unusual enterprise undertaken by the Canadian
National Railways was a shipbuilding contract. Long before
the outbreak of war, the company operated a drydock on
the Pacific Coast and, when war came, the plant immedi-
ately gained in national importance. The first work under-
taken was the repair and equipment of naval vessels. Then
the construction of minesweepers was commenced and, after
that, the yard had developed to such an extent that waj^s
were erected to build cargo ships up to 10,000 tons. To
date a large amount of tonnage has been launched and is
now in service. The Canadian National is the only railway
in North America which operates a shipbuilding yard.
Every day finds 100,000 freight cars on the line, those of
the Canadian National system and cars which have reached
the lines from other railway connections. To keep the freight
and passenger trains moving on the Canadian National
system requires the services of 94,000 workers — equivalent
to six army divisions.
During this winter, Canadian railroaders have been called
on to work under unusual conditions, the winter of 1942-
1943 being exceptionally severe. For two and a half months,
from mid-December to the close of February, the operating
forces have faced everything that a so-called "old-fashioned"
Canadian winter represents, excessive cold, heavy snow,
rain, sleet and high winds. One item alone would paralyze
operation if not promptly dealt with, that was the crashing
of more than 1,500 poles in the Central Region of the
Canadian National with the consequent disruption of thou-
sands of miles of dispatching and commercial wires. Rain
and sleet coated poles and wires and high winds came along
to finish the job bringing sub-zero temperatures at the same
time. That emergency was met. During that same period
the snowfall was heavier than for many years previous. This
will be appreciated when it is noted that on the Canadian
National system, snow plow miles in January 1942 totalled
61,585, and in January 1943 rose to 185,467 miles, an in-
crease of over 200 per cent.
THE ENGINEERING JOURNAL May, 1943
259
RAILWAY TRANSPORTATION
J. E. ARMSTRONG, m.e.i.c.
Chief Engineer, Canadian Pacific Railway Company, Montreal
The railways of Canada
are of relatively recent
origin, the oldest having
been built little more than
100 years ago. Natural
waterways were the original
arteries of commerce, and
highways were initially trib-
utary or supplementary to
them. The first railways
were merely advantageous
substitutes for highways,
and, like the first highways,
were tributary or supple-
mentary to waterways.
The "Company of the
Proprietors of the Cham-
plain and St. Lawrence
Railroad" was incorporated
Fig. 1. Large freight locomotive of 1939
under the statutes of Lower Canada in 1832 to build a
railway from Dorchester (now St. Johns, Que.) on the
Richelieu river to a point on the St. Lawrence river opposite
the city of Montreal. This railway line, some sixteen miles
in length, was the first in Canada, and was opened for
traffic in 1836, essentially as a portage link in the water
route between New York and the St. Lawrence river.
The locomotive first used on this line, although a primi-
tive engine, was adequate for its purpose.
The Engineering Journal commenced publication in 1918,
only 82 years after the opening of the Champlain and St.
Lawrence Railroad. At that time Canada was in the midst
of a World War, and the railways of Canada had advanced
far beyond the stage of being ancillary to waterways. They
were the major arteries of transportation, and transporta-
tion was a vital element in Canada's war effort. Their
development prior to the turn of the century had been
gradual but persistent, and after the turn of the century
had been very rapid.
The Grand Trunk Railway Company of Canada was
incorporated in 1852 to build a line from Toronto to
Montreal. Prior to 1867, railways had been built in Nova
Scotia and New Brunswick under colonial government
auspices, but under the British North America Act the
Dominion Government acquired all of these lines and
assumed responsibility for their extension into an Inter-
colonial Railway System. The Canadian Pacific Railway
Company was incorporated in 1881 to implement the under-
taking of the Dominion Government to build a railway
connecting the seaboard of British Columbia with the rail-
ways of Canada, this being one of the conditions under
which British Columbia, in 1871, had agreed to become a
part of Canada. The Canadian Northern Railway was
incorporated in 1899 as an amalgamation of the Winnipeg
Great Northern Railway Company and the Lake Manitoba
Railway and Canal Company. From its inception each of
these railways continued to grow by construction and by
acquisition of other lines.
In 1900, the railways of Canada may be said in broad
terms to have consisted of the government-owned Inter-
colonial Railway, principally in the Maritime Provinces,
the privately-owned Grand Trunk Railway in eastern
Canada, the privately-owned Canadian Northern Railway
in western Canada, and the privately-owned transcon-
tinental Canadian Pacific Railway.
With the turn of the century the success of the Canadian
Pacific Railway inspired the other two. privately-owned
railways each to endeavour to develop itself into a trans-
continental railwav. Toward this end the Grand Trunk
Railway undertook the con-
struction of the Grand
Trunk Pacific Railway from
Winnipeg to the Pacific
Coast, and the Grand Trunk
Pacific Railway undertook
to lease from the Govern-
ment the Transcontinental
Railway which at the same
time was being built by the
Government between
Moncton and Winnipeg.
The development of the
Canadian Northern Rail-
way took the form of exten-
sions both to the Pacific
Coast and eastward.
The decade of railway
construction, which was
brought to a close by the depression immediately preceding
the war of 1914-18, was a drain upon the finances of the
railways which participated in it. This drain, followed by
the many months of light traffic and reduced earnings dur-
ing the pre-war depression and the early part of the war,
placed the Canadian Northern Railway and the Grand
Trunk Railway in a precarious financial position.
Commencing in 1916, railway traffic arising out of the
war developed very rapidly. By 1918, the railways of
Canada were handling a record-breaking business which
overtaxed their separate capacities, and their operation was
being directed, in effect as a single entity, by the Canadian
Railway War Board, which had been created to deal with
this situation. In 1918, they had a total of approximately
38,900 miles of line and gross operating revenues of over
$330,000,000.
In the period between 1836 and 1918, great strides had
been made in all matters having to do with railways. 1918
and the immediately preceding and following years were
critical ones in Canadian railway history. In 1917, the
Canadian Northern had found itself unable to carry on
and was taken over by the Dominion Government, which
by so doing sought to protect its financial commitments in
that railway. The Grand Trunk Pacific Railway had found
itself unable to carry out its undertaking to lease the
National Transcontinental Railway, and the Dominion
Government retained control of that railway. In 1919, the
Grand Trunk Pacific Railway notified the Dominion
Government that it would be unable to carry on, and in
the same year the Grand Trunk Railway, for the same
reasons, came to an agreement with the Dominion Govern-
ment for its acquisition of their property. The Dominion
Government decided against permitting these railways to
pass into receivership, and as an alternative took over the
operation of the Grand Trunk Pacific Railway in 1919, and
of the Grand Trunk Railway in 1920. Subsequently, their
purchase was completed on terms determined by arbitra-
tion.
In 1919, the Canadian National Railway Company was
incorporated to operate and manage a national system of
railways, including the Canadian Government Railways
and the Canadian Northern Railway. In 1923, the Grand
Trunk Railway and its subsidiary the Grand Trunk Pacific
Railway were amalgamated in the Canadian National
Railways. It may therefore be broadly stated that five
years after the close of the war of 1914-18 there remained
in Canada one privately-owned transcontinental railway,
the Canadian Pacific Railway, and one government-owned
transcontinental railway, the Canadian National Railways.
260
May, 1943 THE ENGINEERING JOURNAL
Freight locomotive of 1918
The post-war depression was followed by the boom days
of the so-called New Era during which railway improve-
ments and extensions were again accelerated. During this
period the extensions were chiefly branch lines to act as
feeders for the existing transcontinental lines. Extensive
development ended soon after the close of the New Era in
1929, but intensive development was uninterrupted. In
1928, the record year up to that time, the Canadian rail-
ways had approximately 40,700 miles of line, and gross
operating revenues of almost $564,000,000.
For the Canadian railways the depression which followed
the New Era reached its nadir in 1933, at which time they
had a total of just under 42,500 miles of line, and gross
operating revenues of slightly over $270,000,000. This pre-
cipitous decline of more than 50 per cent in revenue from
the peak of five years before reduced the revenues to a
point substantially below that of 1918. The recovery was
slow and somewhat intermittent.
The ten depression years from 1930 to 1939, concurrent
with drought conditions in western Canada, severely
affected the railways, but throughout that period they
maintained and improved their properties and services, and
discovered means of doing so for less expenditure of dollars
and man-hours than ever before. Had they been unable to
accomplish this the record of Canada's war effort during
the present war would not have been possible.
In 1939, which may be regarded as the most recent year
in which the railways were not affected by war traffic, they
had approximately 42,700 miles of line, and their gross
operating revenues had recovered to just over $367,000,000,
only slightly more than they had been in 1918, and still
very much less than they had been in 1928.
The large freight locomotive of 1918, shown in Fig. 2
was a little over 71 ft. long, weighed approximately 438,000
lb., and could exert a tractive effort of 54,000 lb. The large
freight locomotive of 1939, shown in Fig. 1 was a little
over 98 ft. long, weighed approximately 750,000 lb., and
could exert a tractive effort of 77,200 lb. without the help
of the booster, and with the booster in operation could
exert a tractive effort of 89,200 lb. This improvement in
motive power is symbolic of the general improvement of
the Canadian railways during that interval of 21 years.
Since 1939, the railways have been progressively more
and more restricted in the use of manpower and materials.
Locomotives of any new type have been unobtainable, and
the few locomotives of existing types which could be pur-
chased have been barely sufficient in number to compensate
for retirements. Similar restrictions have operated in regard
to all railway materials so that it has been necessary for
the railways to carry the enormous increase in traffic due
to the war with little if any increase in facilities. By inten-
sive use of existing facilities they have done so in a manner
generally satisfactory to their patrons.
During 1942, with slightly less than 42,600 miles of line,
the gross operating revenues of the railways of Canada,
with December earnings estimated, amounted to over
$650,000,000.
Gross operating revenue as an index of the volume of
service rendered is to some substantial extent misleading
because of the fact that both passenger fares and freight
rates were lower in 1942 than in either 1918 or 1928. While
gross earnings indicate an increase in railway business of
approximately 100 per cent between 1918 and 1942, and
approximately 15 per cent between 1928 and 1942, the
actual increase in services rendered by the railways were
substantially more than these percentages indicate.
An industry which, after ten years of most serious depres-
sion, and without substantial increase in fixed property or
equipment, is able to handle in three years an increase of
approximately 80 per cent in traffic, and in the third year
handle over 15 per cent more than in its previous record
year, which came toward the end of a period of prosperity,
cannot be regarded as an industry which was unprepared
for eventualities when the present war commened in 1939.
THE ENGINEERING JOURNAL May, 1943
261
URBAN TRANSPORTATION
A. DUPERRON, m.e.i.c.
Assistant General Manager, Montreal Tramways Company
President, Canadian Transit Association
CAPACITY OF A SINGLE LANE
IN PASSENGERS PER HOUR
3 1,575 PASSENGERS IN AUTOS OK SURFACE STREETS
ED2.625 PASSENGERS IN AUTOS OH ELEVATED HIGHWAYS
B 9.000/1 PASSENGERS IN URGE TYPE BUSES ON SURFACE STREETS
[ff:|3.500T PASSENGERS IN STREET CARS ON SURFACE STREETS
B ^20.000-"^ PASSENGERS IN STREET CARS IN SUBWAY
I 40,000 ■ pa.$séh6e'rs in Local subway trains )'-
60.000;
In 1937, the author had
the privilege of writing an
article on urban transporta-
tion for the special number
of The Engineering Jour-
nal published on the occa-
sion of the semicentennial
anniversary of the Institute.
This article covered the
development of the indus-
try during the past 50 years.
The present article, for the
issue commemorating the
25th anniversary of the
foundation of The Engi-
neering Journal deals with
the progress of the last
twenty-five years. Discus-
sion will be confined to the
general principles of urban
transportation, with special
reference to wartime conditions. For additional information,
the reader may refer to the article published in 1937.
In 1918, there existed but one method of urban surface
transportation : the electric railway. To serve municipalities
of relatively small population, or outlying districts of large
cities where density of traffic was low, many miles of track-
work and electric lines had to be installed, entailing large
capital investment and high cost of maintenance for a rela-
tively small amount of traffic. There was therefore a need
for a system which would not require the spending of large
sums of money in places where the number of passengers
did not economically warrant such an expense. The autobus
and trolley bus have since filled this very important need.
To-day, three different modes of urban transportation
are available on surface lines: the street car, the trolley
bus and the autobus. Each has a definite place, depending
upon the density of traffic and local conditions.
In large cities the street railways are still the backbone
of transportation. Due to their large carrying capacity,
street cars can move more passengers with less street occu-
pancy than any other type of vehicles. To replace one street
car it is necessary to use \x/i autobuses of the larger type
or two of medium capacity. In main arteries of large cities,
tramways are operated on headways as low as 25 seconds.
Most of these streets can accommodate only four lanes of
traffic, two in each direction, and are now taxed to capacity.
The remedy to the acute problem of traffic cannot be found,
as is sometimes proposed, in the substitution of buses for
street cars, because the former take up much more of the
street space which is already too small.
One thing has not changed during the last twenty-five
years: the width of existing streets in the central districts
of large cities. Most streets were built over fifty years ago,
when transportation was furnished by horse-drawn vehicles.
It is not necessary to describe the conditions of to-day's
traffic, as they are well known to every one. Cities have
grown to giant proportions, but the old streets have still
to be used.
It is interesting to note that on the American Continent,
in all cities having a population of 500,000 and over, 70
per cent of the passengers are carried by street cars. In
fact, in all of its large cities where there is no subway, e.g.,
Chicago, Los Angeles, Montreal, Toronto, Cleveland,
Baltimore, Pittsburgh, St. Louis, the proportion of passen-
gers carried by street cars varies from 75 to 90 per cent.
New York is often cited as an example of successful re-
placement of street cars by buses, but it must be noted
PASJÈNGF/RS, ' W, EXPRESS SUBWAY TRAINS;
' MOVING THE MASSES IN MODERU CITIES' BY CHAS GOR DON , AUE RIC AN TRANSIT ASSOC.
that 66 per cent of the pas-
sengers are carried by the
subway system. If New
York did not have subways,
there could be no question
of carrying its people in
buses only.
There is a special diffi-
culty which public trans-
portation companies have
to face in Canada, and that
is conditions in winter. It
is a well established fact
that, during heavy snow
storms, street railway serv-
ice is not interrupted, when
autobuses often have to
suspend operation. This is
due to the fact that transit
companies, with their plows
and sweepers moving on
rails, keep the tracks free of snow. There are also days in
winter when, on account of rain, the streets become so
slippery that autobuses cannot operate. Due consideration
has to be given to these facts in deciding upon the different
modes of transportation serving large cities.
Apart from the above, one must also take the economic
point of view. Evidently, the density of traffic must be
high enough to justify the capital cost of the construction
and maintenance of tracks, trolley lines, feeders and sub-
stations for street cars. When this condition is not fulfilled,
as a general rule, trolley buses or autobuses should be used.
Modern trolley buses were first used in Canada in 1937.
The body and chassis of a trolley bus is that of an ordinary
gasoline bus, but the vehicle is driven by an electric motor
taking its current from a positive trolley wire like that of
a street car. As there are no rails to serve as a return con-
ductor, there must be a second trolley wire, and conse-
quently trolley buses are equipped with two trolley poles.
Such a bus can move freely right and left to a distance of
about 12 ft. each side of the trolley wires, and on streets
of ordinary width it can, therefore, move as freely as an
ordinary gasoline bus and draw to the curb to load and
unload passengers.
These vehicles are economical when headways are suf-
ficiently short to distribute the cost of the trolley line,
feeders and substations over a large number of bus miles.
They have their place for medium traffic in streets where
there is no objection to the erection of poles and trolley
wires. The disadvantage of the trolley bus is that its route
cannot be altered. In this respect, the gasoline bus has a
decided advantage.
Certainly the most important change in urban transporta-
tion during the past twenty-five years has been the use of
gasoline and Diesel engine buses.
The first autobuses appeared in 1920, but it was not until
1925 that the development of this vehicle had reached a
point where it could be used with real advantage. Its growth
has been both rapid and remarkable. At first, the motor
was placed in the front as in automobiles. As the capacity
of the buses increased, the engine became quite large and
it was realized that the space it occupied was wasted as far
as floor area was concerned. A radical change was then
effected when the body and chassis were built integral as
one unit, and the engine located underneath the floor or
transversely at the rear of the bus. Buses of larger carrying
capacity could then be built and the street occupancy per
passenger reduced accordingly. It has been found, however,
262
May, 1943 THE ENGINEERING JOURNAL
that for economic and structural reasons, the size of buses
is limited to approximately 40-seat capacity.
The great advantage of autobus service is that it only
requires the purchase of the vehicle and the construction
of the garage for storage and repairs. However, the average
life of an autobus is much shorter than that of a street car
and its maintenance and operation more costly.
As mentioned previously, autobuses are used where the
density of traffic does not justify the capital expense re-
quired by tramways. In large cities, they are used as feeder
lines to the main tramway system. They are especially
suitable for use in less populated sections, in residential
areas and in newly developed districts.
A well-balanced surface transportation system in a large
city therefore includes street cars and trolley buses or auto-
buses, each fulfilling its proper function, due weight being
given to climatic and topographical conditions. Complete
change-over from street cars to buses cannot usually be
made at one time without causing a waste of money; on
the contrary, it should be gradual and spread over a number
of years. Each route so changed should be the subject of a
special economic study.
During the last fifteen years, many small and medium
sized cities have entirely substituted buses for street cars
where the population and local conditions did not justify
the continuance of street car service. In a number of these
cases, tramway tracks and street cars had not been properly
maintained and the property was in such a state that the
change had to be made in one operation. It is not possible
to state a definite figure of population below which a tram-
way service cannot be justified economically. Each city
has its own special problems in this respect.
Rapid Transit
It may be of interest to say a few words about rapid
transit. When a city has become so large that surface trans-
portation can no longer meet the needs of the population,
it becomes necessary to resort to some form of rapid transit,
which in the central district usually takes the form of sub-
ways. The construction of subways, however, is so expensive
that it cannot be financed by private enterprise alone, be-
cause the fare required to meet the fixed charges on capital
investment plus the cost of operation would be so high as
to be prohibitive. I do not know of any subway that pays
its cost of operation and fixed charges with the fares col-
lected, so the deficit has to be met by general taxation.
It would be totally unfair to place the full burden of the
cost of underground rapid transit on the passengers alone.
By putting mass transportation underground, the streets
are relieved for the balance of traffic, thereby benefitting
the public as a whole. Subways provide additional street
space without widening the streets in areas where land
values and existing structures prevent street widening.
On the North American continent only New York,
Chicago, Philadelphia and Boston have subways. In
Chicago, in spite of its four million population, the first
subway was built only recently, (its operation was com-
menced in March of this year), and it was built partly
with money loaned by the Government.
In Canada, there are as yet no subways, although studies
have been made for Montreal and Toronto. Can they be
built as post-war works ? It would be very desirable, for
the congestion of traffic in the central districts of these two
large cities has reached a point where relief is urgently
needed.
Fares
If we examine the fares in force since 1918, it is seen
that they increased from 1918 to 1922 but since then have
remained practically at the same level. Street car trans-
portation is therefore one of the few commodities which
has not become more expensive during the last twenty
years. This is in spite of the fact that the cost of labour,
material and equipment of all sorts has considerably in-
creased. It must also be noted that during the last twenty-
five years, large cities have grown very rapidly and their
population has moved toward the outlying districts; many
suburban municipalities have also been developed. Transit
passengers to-day must travel far greater distances to go
to and from their work than they did before, with the
result that the cost of transportation per person has risen.
Wartime Transportation
To-day, transit companies have to face tremendous diffi-
culties due to wartime conditions. War started in 1939,
following a very severe business depression. The industrial
war effort of our country, taking into account its population,
is surpassed by none. As mass transportation is a true
barometer of the trend of business activities, the number
of passengers has increased accordingly. The following table
shows the number of revenue passengers carried in typical
Canadian cities in 1939 and in 1942:
Percentage
1939 1942 of Increase
Vancouver, B.C 62,048,000 89,355,000 44%
Hamilton, Ont 15,565,000 29,675,000 91%
London, Ont 8,909,000 14,750,000 65%
Montreal, P.Q 208,928,000 319,398,000 53%
Halifax, N.S 9,627,000 24,396,000 153%
Ottawa. Ont 21,138,000 42,294,000 100%
Quebec, P.Q 16,980,000 28,936,000 70%
Toronto, Ont 154,090,000 238,992,000 55%
Winnipeg, Man 41,640,000 61,696,000 48%
The following methods are available to meet these ab-
normal increases:
1. By adding to the rolling equipment.
2. By increasing the speed of operation.
3. By staggering the hours of work.
With regard to additional rolling stock, orders for street
cars and buses were placed by transit companies immedi-
ately following the outbreak of war. Most of such equip-
ment had to be obtained from the United States and paid
for in American funds. The Canadian Government at that
time had great difficulty in maintaining the exchange at a
reasonable level and was very reluctant to transfer large
sums of money to the United States. The result was that
only a limited amount of equipment was obtained.
Conditions became worse when the United States de-
clared war, as the number of transit vehicles manufactured
was gradually reduced until now it is practically nil. The
few buses and street cars now built are under the exclusive
control of the United States Government, which allots the
vehicles as it sees fit. The few vehicles Canadian companies
can get from the United States Government are obtained
through the Transit Controller for Canada, who, in turn,
distributes them as he deems advisable.
A limited number of small buses manufactured in Canada
were also obtained. While helping to relieve the situation,
these cannot solve the problem.
One unforeseen development of the war was the shortage
of rubber and gasoline. In compliance with a request of the
Transit Controller, the use of autobus equipment was re-
duced to strictly essential services. Few changes were made
during rush hours as all pieces of equipment were required
at that time, but, outside of these hours, a number of bus
lines operating within walking distance of street car lines
were discontinued. In certain cases, abandoned street car
lines, replaced before the war by bus lines, were resumed.
It was fortunate that the bulk of passengers in large cities
could be carried by street cars.
The speed of service was also increased. With a fixed
number of vehicles, more people can be carried if these
vehicles move faster. Numerous stops for loading and un-
loading passengers were abolished, and this policy is still
being extended. Also, men were stationed at heavy transfer
points to hasten the loading of passengers. Strict enforce-
ment of no-parking regulations on main arteries of traffic
was also applied. City authorities and transit companies
were in many instances fortunate in having the support
of newspapers, social clubs and public bodies, who urged
the strict observance of traffic by-laws.
In addition to these measures, further steps were needed
(Continued on page 316)
THE ENGINEERING JOURNAL May, 1943
263
AIR TRANSPORTATION
J. A. WILSON, m.e.i.c.
Director of Air Services, Department of Transport, Ottawa.
The story of the gradual
development of aviation in
Canada from the earliest
days to the end of 1936 was
recorded in the special num-
ber of The Engineering
Journal published in June,
1937, to celebrate the semi-
centennial anniversary of
the Institute. It is fitting
that this story should be
continued and brought up
to date in this issue of the
Journal which marks the
celebration of its twenty-
fifth anniversary. Progress
in all phases of aeronautical
activity was rapid but on
normal lines during 1937,
1938 and 1939. The out-
break of war forced an im-
mense expansion in every
field; training, manufactur-
ing, aerodrome and building
construction, air transport
- 1
Photo Trans-Canada Airlines
Administration building at the new Montreal Airport,
Dorval, Que.
operations, radio and other communications, meteorology,
alike shared the new impetus. Aviation will emerge from
the war immensely strengthened in all respects and at its
conclusion Canada will be the fourth ranking air power in
the world.
A new chapter in the development of air transport opened
towards the close of 1936 with the coming into force of the
Department of Transport Act (November 2, 1936). This
Act brought together, for the first time under one Minister
of the Crown, all services in Canada having jurisdiction
over transportation and communications. As air transpor-
tation develops, its dependence on radio aids to air naviga-
tion and meteorology increases each year. Under the new
Department of Transport an "Air Services Branch" was
formed to unite, under one Director, these three closely
allied activities. Since its formation, the Air Services Branch
has very fortunately remained under the able and energetic
direction of the Honourable C. D. Howe, m.e.i.c., to whose
vision and foresight Canada owes much of its progress in
aviation, during his tenure of office, first as Minister of
Transport and then as Minister of Munitions and Supply,
retaining jurisdiction over the Air Services Branch.
Air Legislation
Mr. Howe introduced, and passed through Parliament,
the Department of Transport Act in the session of 1936,
the Trans-Canada Air Lines Act in 1937, and the Transport
Act 1938. These three Acts have placed air transport on a
firm foundation for all time. The first provides a suitable
organization in the Department of Transport for the
administration of all phases of civil aeronautics. The second
creates a national instrument for the operation of main
line air transport services in Canada and international main
line connections to other countries. The third provides,
through the Board of Transport Commissioners, an inde-
pendent judicial body to deal with air route licensing
including adjudication on necessity and convenience, tariffs
and other related matters, leaving regulation of the tech-
nical and safety factors to the Air Services Branch.
Construction of the Trans-Canada Airway
In 1937, the tempo of construction on the airway, which
had been proceeding intermittently for ten years, was stepped
up and measures were taken to hasten its completion from
coast to coast by provid-
ing, for the first time, funds
adequate for a project of
this magnitude. By the end
of January 1938, the con-
struction of the aerodromes
between Winnipeg and Van-
couver, radio ranges, field
lighting and installation of
other necessary facilities
was sufficiently advanced
to permit Trans-Canada
Air Lines to begin their
training programme. Re-
gular air mail services were
inaugurated over this sec-
tion on March 6th, 1938,
and, on April 1st, the com-
plete services for mail, pas-
sengers and express were
started.
Meanwhile the comple-
tion of the airway facilities
on the long section of the
airway between Winnipeg,
through the rough and un-
Toronto and Montreal,
settled terrain of northern Ontario were being pressed so
that a regular service connecting for the first time eastern
and western Canada by air might be possible. Training and
familiarization flights over this section commenced on
September 7th, 1938. These were followed by mail and
express services and finally on April 1st, 1939, the passenger
service over the whole system west of Montreal was placed
in regular operation.
On the section east of Montreal, the time-table was:
January 1st, 1940, air mail service established between
Montreal and Moncton; passenger service, February 15th,
1940. This service was extended to Halifax on April 16th,
1941, and to St, John's, Newfoundland, on May 1st, 1942.
This construction programme involved the enlargement,
paving and lighting of all the principal airports. There are
now 19 principal airports at which regular stops are made,
24 intermediate fields with ranges, and 42 emergency fields
on the airway. Almost all of these are now in active use as
part of the Joint Air Training Plan or for other defence
purposes.
Construction of the Northwest Airway
The possibilities of an airway connecting with the Trans-
Canada system at Edmonton to give access to all parts of
northwestern Canada and Alaska had long been realized.
In 1935, a survey to determine the best route was made.
The route over valleys of the Peace, Liard and Yukon
rivers offered the best solution and, in 1937, a contract was
let for a weekly airmail service, on skis in winter and floats
in summer, from Edmonton to Whitehorse, Y.T., via Fort
St. John, Fort Nelson and Lower Post so as to gain further
knowledge of flying conditions at all seasons of the year.
The results were so favourable that an airway survey of
the route was authorized in the spring of 1939 to locate
aerodromes and radio range sites at intervals of one hundred
miles according to standard airway practice. The construc-
tion of an airway based on these surveys was recommended
by the Joint Canadian-United States Board on Defence in
November 1940. This recommendation was accepted and
the Canadian Government authorized the Department of
Transport to proceed with the construction on February
8th, 1941. Construction was far enough advanced by Sep-
264
May, 1943 THE ENGINEERING JOURNAL
tember 1, 1941, to permit of its being flown in daylight and
good visibility, and by the end of 1941 the main bases and
radio ranges were completed up to standard requirements.
Since the entry of the United States into the war, this
route has become of vital importance to the war effort of
the United Nations, and its facilities have been greatly
augmented. It gives direct access from the airway systems
of Canada and of the United States by the shortest route
through northern British Columbia and the Yukon to
Fairbanks in the heart of Alaska. Its importance in the
post-war period as the shortest route between the North
American Continent and the Orient and Asia can readily
be seen.
Aerodrome Construction for the Commonwealth
Training Plan
A detailed account of the co-operation between the
Departments of National Defence for Air and Transport
and the results of the first year's work on this programme
will be found in The Engineering Journal, November 1940
issue. The Air Services Branch has continued and extended
its work for the Department of National Defence for Air
and is now authorized to construct on its behalf all aero-
dromes and allied facilities required, not only for the Air
Training Plan but for all defence purposes. This has meant
a great increase in work and responsibility. These activities
are now Dominion wide (and include Newfoundland and
Labrador as well). The projects number more than 200 and
the cost of the programme now exceeds $150,000,000 and
still increases. The Air Services Branch is responsible not
only for the planning and construction of these aerodromes
but for the selection of suitable sites, their purchase and
survey, power and water supplies, radio range stations
where necessary, telephone and teletype installations, high-
way connections, and all related work.
Airport and Airway Control Systems
Increasing congestion on major airports due to war
activities has made necessary the installations, in 1940, of
a system for the efficient control of all air traffic within a
radius of 20 miles of the principal airports. This was fol-
lowed in 1942 by a similar demand for "airway" traffic
control, to ensure the safety of the numerous aircraft en
route over the system especially under conditions of poor
visibility and at night. This links up with a similar control
system in force in the United States. These control systems
have necessitated the formation of a school for the training
of traffic control officers and assistants for both classes of
work. This school trains not only the civil staff but members
of the R.C.A.F., including the Women's Division, as well.
Fully manned airport traffic control towers, giving service
24 hours a day, are now installed at all major airports and
the necessary land line phone connections are now being
installed to give direct through connections between the
airway traffic centres, with connections as necessary across
the international boundary.
Radio Aids to Air Navigation
The importance of radio in the operation of air transport
services increases continually. The air administrations of
Canada and the United States have followed a common
policy in this, as in other airway facilities, such as airport
planning, zoning, lighting, control systems, etc., so that
there may be as far as is physically possible one system
universally used throughout North America.
A chain of radio range stations now guides pilots from
coast to coast. These stations are spaced at intervals of
approximately 100 miles along the airway and give pilots
a true indication of the proper course at all times and, in
addition, a means by which he can bring his aircraft down
through an overcast ceiling to a safe landing on an airport.
For added safety, marker beacons and cone of silence
markers have been added where necessary to afford the
pilot additional assurance of his exact location on his course
relative to an adjacent airport or radio range when he is
flying "on instruments" in conditions of poor visibility.
There are now 48 range stations on the trans-continental
system and 15 serving other airways, while 17 more are
projected.
All range stations are also weather observing stations
and are interconnected by teletype. Each range transmits
for the information of pilots the weather conditions at his
station and the same information from other adjacent
stations at 60 minute intervals. The major airline operators
all have their own radio communication stations at the
principal airports with frequencies allotted for their special
use. Itinerant aircraft are also allotted special frequencies
which are guarded at the main airports by Department of
Transport operators. Congestion of the radio services had
forced the introduction of land line connections for the
transmission of weather, traffic and administration mes-
sages. In some districts, however, it has not been possible
to extend these land lines and the whole burden of com-
munications for all purposes rests on the radio service.
Under such circumstances, the Department provides com-
munication sets on long and short wave for intercommuni-
cation between airports, radio ranges and aircraft.
Airport traffic control is exercised by radio-phone. Special
sets are installed in all control towers for this purpose to
enable the control operator to communicate direct with the
pilot. On the other hand, airway traffic is controlled by
landline interphone between stations and the necessary
Map showing the routes of T.C.A. and other air lines.
information is relayed to pilots through the airport control
radio. The modern airway communication set up is a com-
plicated but closely integrated system using radio and
land lines, voice and key each in its most efficient field.
Meteorological Services
Flying has revolutionized meteorological science. New
methods of forecasting have been introduced and the
collection and dissemination of weather information has
been speeded up to a remarkable degree. Weather recognizes
no political or physical frontiers. The ebb and flow of the
atmosphere is world wide and the modem meteorologist
must of necessity have a world outlook. Under existing war
conditions, the free interchange of meteorological inform-
ation has been greatly restricted. Canada fortunately is
not so adversely affected as many other countries since
weather reports are still available from all points on the
North American Continent, the Aleutian and Arctic Islands,
and for trans-Atlantic operations from Greenland, Iceland
and the British Isles, which, together with a few reports
from ships at sea on the Atlantic Ocean, provide a very
large area from which regular reports are received. The
prompt collection and dissemination of meteorological data
over such a wide area requires skillful organization. Radio,
teletype, phone and telegraph are all used in the work.
Scheduled airline operations call for a most intensive
THE ENGINEERING JOURNAL May, 1943
265
weather organization capable of accurate forecasting of the
weather for all points on the airway system. Hourly
sequence reports, giving the temperature, pressure, humidi-
ty, ceiling, visibility, wind strength and direction, are made
by all main airports and radio range stations. These are
made available to all aircraft operators. In addition, regular
forecasts are issued at six-hour intervals by seven forecast-
ing stations based on observations not only on the airways
but from numerous stations established all over the Do-
minion. Many of these are quite inaccessible and stores,
food and replacement personnel can only be supplied once
a year. In such locations the weather reports must of neces-
sity be made by radio.
To cope with war-time responsibilities, the Meteorolo-
gical Service has trained a very large number of men and
women for special work. These duties range all the way
from those of highly trained physicists for forecasting work
to the relatively simple duties of weather observing. This
war work has included the organization of special forecast
centres on both coasts for the Air Force and the Navy; the
manning of all Air Force stations with a specially trained
meteorological staff; the preparation of all text books on
meteorology for the Joint Air Training Plan and the supply
of personnel qualified to lecture on this subject; the estab-
lishment of radiosonde stations for the measurement of the
pressure, temperature and humidity of the upper atmos-
phere up to very great heights which greatly improve the
accuracy of forecasting.
The establishment of the R.C.A.F., R.A.F., and U.S.A.
A.F. Ferry Commands has thrown extra burdens on this
staff which is wholly responsible for all Canadian and trans-
Atlantic forecasts. The staff has increased from 195 on
September 30th, 1939, to 672 on January 31st, 1943, and
the appropriations from three quarters of a million dollars
in the fiscal year 1939-40 to nearly three million dollars in
1943-44.
The Meteorological Service of Canada is second to none
and its rapid expansion to meet war-time requirements was
only possible because its directing staff realized in advance
the demands which would be made on it and took measures
to meet the situation by training a number of scientists for
its special requirements.
Commercial Flying
The accompanying table illustrates clearly the steady
growth of commercial air operations which still continue.
Air mails increased from 1,450,473 lb. in 1937 to 5,415,117
in 1942, with a corresponding growth of revenue not only
to the air operator but to the Post Office Department as
well. Commercial freight fell from 24,317,610 to 12,224,028
lb. This decrease shows the lessening of mining and pros-
pecting activity in northern Canada due to the war. This
was the mainstay of many "bush" operators in peace time.
It has been more than compensated for by the immense
increase in freighting by air for military services, for which
figures cannot yet be released. Passenger traffic rose from
141,158 to 235,860 and aircraft mileage from 10,755,524 to
12,986,590. The figures for licensed personnel show a cor-
responding increase; pilots, 1937, 1157; 1942, 1276; air
engineers, 1937, 595; 1942, 944. The largest factor in this
steady growth is Trans-Canada Air Lines.
Trans-Canada Air Lines
The national system began its commercial operations in
September, 1937, over the Vancouver-Seattle route, 122
miles long. About the same time it initiated its staff training
programme. In January, 1938, T.C.A. had 71 employees
and owned five Lockheed "Electra" planes, each carrying
10 passengers, pilot and co-pilot. At the close of 1942, the
employees numbered 1,662. The company owns 12 Lockheed
"14" and 12 "Lodestar" planes, each fitted with two 1200
hp. Pratt & Whitney "Twin-row Wasp" engines, which flv
22,670 miles a day or 8,250,000 miles a year.
The war has affected T.C.A.'s operations in many direc-
tions. Some of its most experienced employees have been
released for military service and deferrment has only been
requested from the National Selective Service Board for
such employees as are essential to maintain the safe opera-
tion of the air line. To-day more than 30 per cent of the
employees are women who are employed in many capacities.
The release of experienced personnel and the continued
expansion of the company's operations has necessitated a
large training programme for new entries. Classes for the
training of pilots, dispatchers, stewardesses, radio operators,
passenger agents and shop workers of all classes are in
continuous operation. A large pilot training programme has
been carried out for the R.C.A.F. ; for the Department of
Munitions and Supply a new engine and propeller overhaul
plant has been built and is now operating on a three-shift
basis; the instrument shop is working 24 hours a day chiefly
on R.C.A.F. work; the company's facilities across Canada
have been extensively used for the servicing of military
aircraft; at Montreal about 300 skilled mechanics are con-
tinuously employed on maintenance and overhaul of the
trans-Atlantic aircraft operated by British Overseas Air-
ways Corporation; T.C.A. flight crews have been assigned
to B.O.A.C. for overseas work; radio coverage, dispatch and
station service are furnished to the R.C.A.F. Communi-
cations Squadron by arrangement with the Department of
National Defence for Air; the company's engineering and
flight staffs have given much assistance to the National
Research Council and the R.C.A.F. in the study of icing
conditions; in fact the war work of T.C.A. has covered the
whole field of aircraft operation and maintenance from
coast to coast.
Statistics for Commercial Flying
Reg'd
Aircraft
Licensed
Air En-
gineers
Licensed Pilots
Aircraft
mileage
No. of
passengers
carried
Lbs. of
freight
carried
Year
Private
Com-
mercial
Ltd.
commer-
cial
Trans-
port
mail
carried
1936
1937
1938
1939
1940
1941
1942
604
588
488
486
440
318
595
643
722
822
832
944
559
635
734
795
825
760
656
380
320
226
166
128
77
108
65
129
165
191
249
322
324
42
73
130
147
152
158
188
7,100,401
10,755,524
12,294,088
10,969,271
11,012,587
12,481,741
12,986,590
141,158
139,806
161,503
148,719
205,577
235,860
22,947,105
24,317,610
19,623,133
19,379,700
14,436,571
16,545,756
12,224,028
1,450,473
1,901,711
1,900,347
2,710,995
3,388,634
5,415,117
266
May, 1943 THE ENGINEERING JOURNAL
Trans-Canada Statistics
Year
1938
1939
1940
1941
1942
Air Mail
(lb.)
Air Express
(lb.)
Passengers
Miles Flown
Operating
Revenue
Net
Income
367,734
523,906
927,037
1,389,614
2,308,812
7,806
45,819
105,788
173,192
362,837
2,086
21,569
53,180
85,154
104,446
1,122,179
2,760,090
4,770,219
6,384,651
7,172,130
$ 590,808.35
2,350,473.97
4,592,383.39
5,807,794.03
7,337,318.60
$818,025.85 Def.
411,656.59 Def.
539,263.15
302,436.79
494,915.03
Canadian Pacific Air Lines
The consolidation of the many independent commercial
operators chiefly engaged in servicing the mining industry
in northern Canada has been proceeding gradually for the
past two years. The Canadian Pacific Air Lines now con-
trols the operation of Canadian Airways Limited, Arrow
Airways Limited, Ginger Coote Airways, Prairie Airways,
Mackenzie Air Service, Yukon Southern Air Transport
Limited, Dominion Skyways Limited, Quebec Airways,
Wings Limited, Starratt Airways and Transportation Com-
pany.
The traffic statistics of all of these companies are em-
bodied in the tables showing the total traffic for the years
1937-1942. The component companies of C.P.A. in 1942
flew approximately 5,300,000 miles, carried 60,000 passen-
gers and 10,000,000 lb. of freight, express and mail. Their
employees number 7,000. Ninety per cent of the company's
business is now for war purposes — in the northwest for the
important developments in these remote districts arising
out of the joint defence programmes of Canada and the
United States for the defence of northwestern Canada and
Alaska ; in the northeast in connection with the construction
of plants for war industries and aerodromes. "Bush" services
have been maintained in all important areas but the decline
in gold mining has materially reduced this activity. This
decline has been compensated for by the increased war-time
search for essential war minerals.
To meet the increasing traffic, more efficient and larger
twin-engined aircraft have been placed in operation on
several routes replacing the former ski-float operations.
Up to date air navigation facilities, including aerodromes,
radio ranges, improved weather and communication services
and lighting are also being installed so as to permit of all
weather, night and day operation. Every effort is being
made to bring such services up to main line standards as
rapidly as possible.
The majority of the component operating companies had
made contracts with the Department of National Defence
for Air in 1940 for the operation of schools under the
Combined Training Plan. C.P.A. now operates on a non-
profit basis one elementary and six air observers schools
under such contracts. The company also manages five air-
craft and engine repair plants under contract with the
Department of Munitions and Supply.
The Aerial Survey Division has been actively engaged
throughout the period under review and, during 1942, 12,000
negatives were handled.
Although many of the principal operating companies have
been absorbed by C.P.A., there still remain independent
organizations in this field. Typical of these are Maritime
Central Air Lines who operate a mail, passenger and express
service between Moncton, Saint John, Summerside and
Charlottetown, P.E.I.; the M & C Aviation Company who
operate a licensed airmail, passenger and express service
from Prince Albert to northern Saskatchewan points and,
in addition, an engine and overhaul shop under contract
with the Department of Munitions and Supply; Leavens
Bros., who hold the contract for the winter airmail service
to Pelee Island, operate charter services and an air observ-
ers school under contract with the Department of National
Defence for Air; Northern Airways who operate a mail,
passenger and express service under license between Car-
cross, Y.T., and Atlin, B.C., and charter services from these
points; Austin Bros., who operate a charter service in
northern Ontario.
The flying school operators who were fully employed up
to the end of 1941 have been forced out of business in many
cases since then owing to the restriction of the use of
gasoline to essential war purposes, shortage of man-power
and the concentration of flying training in the hands of the
R.C.A.F. through the Combined Training Plan.
The Flying Clubs
The Flying Clubs started in 1928 with the assistance of
the Government to meet the urgent need for pilot training
facilities and municipal airports, continued their activities
on a constantly increasing scale till 1940.
In June 1939, the Department of National Defence
entered into contracts with eight of the strongest clubs for,
the elementary training of a number of pilots for the
R.C.A.F. On the outbreak of war this system was extended
to cover all clubs.
In 1940, that Department entered into contracts with
elementary training school companies sponsored and organ-
ized by the Flying Clubs for the elementary flying instruc-
tion of all pupils under the Commonwealth Air Training
Plan. This system was subsequently extended to cover
elementary flying training for the Royal Air Force schools
in Canada. Nineteen such schools are now in operation. In
most cases the normal work of the clubs close down with
the opening of their sponsored school but in one or two of
the larger cities the club activities were carried on to meet
the need for pilots for the civil schools, ferry commands, and
air operating companies.
In 1942, even these activities ceased with the need for
the conservation of gasoline, man-power and equipment
and the concentration of training activities for all services
in the Combined Training Plan under the direction of the
Department of National Defence for Air.
The Canadian Flying Clubs Association has continued
to play a useful part in the co-ordination of these activities.
Flying Clubs Statistics
Year Membership
1936 2,492
1937 2,798
1938 2,773
1939 2,884
1940 1.576
Aircraft
Members under
Hours F:
lown
in Use
Instruction
Hrs.
Min.
66
645
17,324
01
67
608
20,943
12
66
825
20,910
34
102
796
31,210
11
46
389
43,519
23
Grants awarded for Pilots
Private Commercial Renewal
222
258
231
190
190
32
69
51
42
59
80
93
60
THE ENGINEERING JOURNAL May, 1943
267
MINERAL INDUSTRIES
DR. CHARLES CAMSELL, c.m.g., m.e.i.c.
Deputy Minister of Mines and Resources, Ottawa.
soo
ce
< 400
o
Q
O300
,200
100
O
CM
600
The headway that Can-
ada has made in the pro-
duction of metals and min-
erals in the past quarter of
a century is shown to excel-
lent advantage in the
accompanying chart. Com-
mencing with 1917 when
the total output reached a
value of $190,000,000, it
gives in broad outline the
production history of the
industry over a twenty-
five-year period, ending
with 1942, when the output
reached a record total value
of $564,000,000. This rep-
resents an increase in per
capita production from $23
in 1917 to $49 in 1942, the
comparable figures for the
United States, the leading-
producer of minerals, being
approximately $49 and $57.
In the same period, metal production in Canada increased
from an annual value of $106,000,000 to a value of
$392,762,000.
The headway can be traced to many factors. It can be
traced in part to the wide range of metals and minerals
found in the Dominion and to the fact that supplies of
most of them are large; to the expansion of other industries,
primary and manufacturing, which opened up new markets
for the products of the mines, and the growth of which in
turn depended largely upon mining; to the availability of
cheap hydro-electric energy throughout the country, to the
widening use of metals and minerals in industry; and per-
haps most important, to the skill and toil of the prospector,
the work of the engineer, metallurgist, and geologist, and
to the vision and venturesome instincts of men who were
prepared to take risks in the belief that the industry had a
real future.
A comparison of the status of the industry in 1917 with
its present position is necessary to a full appreciation of
the progress that has been made. Commencing with the
metals, the most impressive comparison is in the production
of gold. Output of this metal in 1917 reached a value of
$15,273,000 and it came chiefly from a few large mines in
the Porcupine and Kirkland Lake areas of Ontario. These
mines are still among the leading Canadian producers of
the metal but the list now comprises more than one-hundred
and forty properties in scattered areas across the Dominion,
the total gold output from which in 1942 was valued at
$186,000,000, a record of $206,000,000 having been estab-
lished in 1941. In 1917, the value of gold output was little
more than a third of the value of coal output. In 1942, it
was appreciably greater than the total for the fuels and the
non-metallic minerals and it was $18,500,000 greater than
the total for copper, nickel, lead, and zinc. The price of
gold in the meantime, of course, had advanced from $20.67
an ounce to the present level of $38.50 an ounce.
Considering the metals as a group, a comparison of excep-
tional interest is in the distribution of output. In 1917,
approximately 85 per cent of the output of metals came
from Ontario, British Columbia, and Yukon. There was
only a small production from the mines of Quebec, and
Manitoba and there was no production of metals from
*
Toi
'■ai Uaiuè of /TZirieral
Production-
f
,!s>
/
/
/
i
'
/
i
/
:
/
i
'
s
i
t
,.-
t
f*
■*-
>
\
4
\
>
^Ujatue of
metal
Production.
500
300
OOO
IOO
in
O
"i
<f
O
<J>
600 _, , ,
Saskatchewan and the
Northwest Territories. Last
year, Quebec reported a
metal production valued at
$61,500,000 and approxi-
mately 95 per cent of the
output was obtained from
deposits in the northwestern
part of the province, all of
which were discovered since
1917. About the same per-
centage of the output for
Manitoba and all of the out-
put from Saskatchewan was
obtained from deposits that
were brought into produc-
tion since 1917. Metal out-
put in the two provinces last
vear reached a total value
of $28,000,000 and that from
the Northwest Territories,
chiefly radium and gold from
deposits discovered since
1930, a value of $5,200,000.
In 1917 as at present, Canada was the leading producer
of nickel, but its output of copper, lead, and zinc in that
year was relatively small. Most of the larger base metal
deposits from which production is being obtained at present
were discovered prior to 1917, the chief exception being
the copper-gold deposits at Noranda in Quebec, but the
huge orebodies had only been partly explored. A few years
later, however, an expansion programme was undertaken
chiefly with the object of coordinating all stages of opera-
tion, from the mining of the ores to the marketing of the
finished products. The programme comprised the under-
ground exploration and development of the deposits and
the erection of modern smelting units and of huge refining
plants. These plants include two copper refineries, one of
which is the largest in the British Empire, two zinc refin-
eries, a lead refinery, and a nickel refinery. With these
facilities available, all but a small part of the output is
refined within the country, whereas in 1917 most of it was
exported for refining. The vast programme and extensions
to plants that have since been made placed Canada in the
forefront as a producer and exporter of non-ferrous base
metals. The value of the facilities under present conditions
requires no comment.
Other comparisons could be made in reference to the
metals but they would only serve to further emphasize the
many changes that have taken place since 1917. These
changes, in the main, have been featured by marked in-
creases in the production of most of the metals; by the
discovery and successful development of gold deposits in
areas the possibilities of which were largely unknown in
1917; by the addition from time to time of new metals to
the list, recent examples being antimony, mercury, tin, and
magnesium metal; and particularly by the greater realiza-
tion on the part of Canadians of the importance of the
industry in the economy of the country as a result of the
progress that it has made.
In the case of the fuels, the production of crude petroleum
affords the best comparison. Canada's output of this fuel
in 1917 amounted to 214,000 barrels, 95 per cent of which
came from wells in southwestern Ontario, the annual output
from which has shown little change. In 1942, however, 96
per cent of the record output of 10,364,000 barrels came
from wells in Alberta, chiefly from the Turner Valley field
268
May, 1943 THE ENGINEERING JOURNAL
and that field is also the source of about 70 per cent of
Canada's output of natural gas. Crude oil is also obtained
from wells in New Brunswick and in the Norman field
west of Great Bear lake in the Northwest Territories. Nova
Scotia, Alberta and British Columbia continue to be the
chief Canadian sources of coal output. Coal production in
Canada last year reached a record total of 18,226,000 tons,
but this was only 4,000,000 tons higher than in 1917. The
Dominion has large supplies of coal but in 1942 as in 1917
it imported a large percentage of its requirements owing
to the fact that the important coal fields are hundreds of
miles distant from the principal consuming centres.
In 1917, the production of non-metallic minerals, includ-
ing the clay products and other structural materials, reached
a value of $34,512,000 and in 1942 it amounted to
$81,139,000. In both years, asbestos and cement were the
chief contributors to the output, but the value of output
of both minerals in 1942 was more than double that of 1917.
Most of the minerals produced in important quantities in
1917 are still being produced but there have been several
additions to the list, chief among which are nepheline syen-
ite, rock wool, sodium sulphate, muscovite mica, high grade
magnesia, magnetitic dolomite, and peat moss. These addi-
tional minerals have a total value of several million dollars
a year. Muscovite mica was first produced in important
quantities in Canada in 1942 and the output was obtained
from deposits discovered in the Mattawa area, Ontario, late
in 1941. High grade magnesia was also added to the list
in 1942, the source of supply being brucitic limestone de-
posits in the Wakefield area, Quebec. Peat moss had been
produced in small quantities for years, but when supplies
from Europe to Canada and the United States were cut off
as a result of the war, interest in the Canada deposits was
revived and production at present is several times greater
than in 1939, with prospects of a further substantial increase.
With some exceptions, chiefly asbestos, gypsum, and
barytes, Canada's output of the non-metallic minerals is
marketed within the country and, according^, production
is governed by domestic demand and frequently by local-
ized demand. Transportation costs are an important factor
in the marketing of many of them, and that together with
a relatively small population, hampers the development of
deposits too far distant from the populated areas and in-
dustrial centres.
Progress in the development of the non-metallic minerals
has been steady rather than colourful. Most of the opera-
tions are on a much larger scale than in 1917, but there have
been few changes in the principal sources of output. Min-
erals of domestic origin, however, are being used much
more extensively than in 1917 when a large part of the re-
quirements were imported. Until about fifteen years ago,
for instance, most of the requirements of limestone for build-
ing purposes were imported, but investigations showed that
the Canadian stones were of high quality and for the past
several years Canadian quarries have been supplying most
of the domestic demand.
By provinces and territories the net result of the expan-
sion outlined above is shown in Table I which also supple-
ments the information given in the chart.
As stated elsewhere, the progress the industry has made
can be credited largely to the work of the engineer, metal-
lurgist, and geologist. So many illustrations come to mind
that it is difficult to select those that are typical. In his
reconnaissance work, the geologist broadly outlines the areas
favourable for the occurrence of deposits and in his detailed
investigations, he acquires knowledge of their mode of oc-
currence, which provides a key to the exploration and dis-
covery of further deposits in the area. He works in close
relation with the prospector and he frequently makes dis-
coveries in the course of his work. It was a geologist of the
Department of Mines and Resources, for instance, who
discovered the mercury deposits in the Pinchi Lake area,
British Columbia, a few years ago. From these deposits
Canada is now producing sufficient mercury to meet its own
needs and to supply a large part of the Allied needs. Another
of the Department's geologists was the co-discoverer of the
large bodies of chromite found in the Bird River area in
Manitoba during the summer of 1942. Test work is under-
way on sample shipments from the deposits.
In mining, the work of the engineer overlaps to some
extent that of the geologist, and he is often a combination
of geologist, engineer, economist, cost accountant, and oper-
ator. He develops methods for the mining of the ore ; plans,
and usually supervises, exploration and development pro-
grammes; attends to the maintenance of production; is in
charge of surveying and related work, which forms an im-
portant part of mine operation ; and is frequently called upon
to make appraisals of properties for possible future devel-
opment.
The metallurgist is interested chiefly in the treatment
of the ores for the extraction of the metals. In Canada, his
work has largely made possible the successful development
of the huge base metal deposits now in operation. Before
the copper-nickel deposits of the Sudbury area could be
developed, for instance, it was necessary to find a suitable
means of separating the nickel from the copper. The copper-
zinc deposits of the Flin Flon area in Manitoba were dis-
covered in 1915, but were not brought into production until
1927. Much of this time was required in developing suitable
methods for the extraction of the metals. Several of Can-
ada's metallic ores are of a complex nature and are difficult
to treat and it is mainly the skilful work of the metallurgist
that has enabled the successful development of such ores.
The mineral technologist has made his chief contribution
to the industry's headway in his work on the metallic min-
erals. He is interested in the resources of the minerals, their
economic characteristics, and mining, marketing, and uses,
and in problems of processing in the manufacture of mineral
products, particularly ceramic products. The additions of
rock wool and high grade magnesia, referred to above, to
the list of minerals produced in Canada, are directly the
result of surveys and investigations carried out by Dominion
Government mineral technologists. Their special knowledge
' and that of privately employed technologists are being used
to particular advantage in meeting the non-metallic min-
eral requirements of the war industries.
This progress in mining during the past twenty-five years
{Continued on page 274)
TABLE I
Province
Total Metal
Output
Total
Non-metals
(including: fuels)
Total
All Minerals
1917
1942
1917
1942
1917
1942
Nova Scotia
New Brunswick
Quebec
Ontario
Manitoba
Saskatchewan
Alberta
British Columbia
Yukon
North West Territories
S
$
$
$
$
•1
60,000
502,700
21,044,000
31,149,000
21,104,000
31,652,000
10,000
14,100
1,430,000
3,492,000
1,435,000
3,508,000
2,084,000
61,464,100
15,316,000
43,281,000
17,400,000
104,749,000
73,131.000
230,508,000
15,931,000
27,918,000
89,067,000
258,423,000
318,000
11,792,000
2,310,000
2,804,000
2,628,000
14,643,000
—
16,020,000
861,000
3,593,000
861,000
19,613,000
—
1,200
16,527,000
46,410,700
16,527,000
46,411,000
26,395,000
64,008,000
9,747,000
12,653,000
36,142,000
76,665,000
4,453,000
3,301,000
29,000
—
4,482,000
3,301,000
—
5,151,000
—
72,000
—
5,223,000
iL May,
1943
269
THE ENGINEERING JOURNAL
CHEMICAL INDUSTRY
H. McLEOD, A.c.i.c.
Statistician, Dominion Bureau of Statistics, Ottawa.
MILLION
The story of the chemical
industry in Canada closely
parallels the story of indus-
try as a whole. Prior to the
last war, Canada was main-
ly an agricultural country,
but in the years which have
since elapsed she has be-
come a nation in which
manufacturing has assumed
the major rôle in its econo-
mic life, and she has come
to occupy a prominent place
in the world markets for
manufactured goods. As is
well known, there have been
periods of serious decline in
business operations, but
over the quarter of a century
there has been an upward
trend that has been remark-
able. In 1915, the gross
value of manufactures in
Canada was %V/i billions; in 1940, when the country was
again in the first year of war, the total was $4}/£ billions,
a threefold advance in the 25 years. The mining industry
experienced a similar expansion in which aggregate output
value rose from $189 millions in 1917 to $564 millions in
1942.
As a result of this growth in manufacturing and mining,
there arose a highly diversified demand for chemicals and
chemical products, offering opportunities which were
quickly exploited by a well-founded chemical industry. As
volume developed, the manufacture of new items, many of
which were previously imported, was undertaken; new
plants were built and existing facilities were expanded.
From about $28 millions in 1920, when detailed records
first became available, the output of heavy and fine chemi-
cals of all kinds rose to $75 millions in 1941. The following
chronology gives in brief form the more important develop-
ments during this period.
1919 — Soda ash made by Brunner, Mond Canada, Ltd.,
Amherstburg, Ont.
1921-22 — Liquid chlorine made by Canadian Salt Co. Ltd.,
Sandwich, Ont.
1923 — Acetylene black made by Canadian Electro Products
Co. Ltd., Shawinigan Falls, Que.
1924 — Phosphoric acid made by the Electric Reduction Co.
Ltd., Buckingham, Que.
1925 — Sulphuric acid first made from smelter gases in new
plant at smelter of the Mond Nickel Co. Ltd., Coniston,
Ont,
Insulin made at Connaught Laboratories, Toronto, Ont.
1927 — Butyl acetate and ethyl acetate made by Shawinigan
Chemicals Ltd., Shawinigan Falls, Que.
1929 — Vinyl acetate made by Shawinigan Chemicals Ltd.,
Shawinigan Falls, Que.
1930 — Pentasol acetate made by Shawinigan Chemicals
Ltd., Shawinigan Falls, Que.
Synthetic ammonia made by Canadian Industries Ltd.,
Windsor, Ont.
New sulphuric acid plant of Canadian Industries Ltd. at
Copper Cliff, Ont, commenced operations utilizing smelter
gases from smelter of the International Nickel Co. of
Canada Ltd.
Nitre cake made by Canadian Industries Ltd. at Copper
Cliff, Ont,
Iron oxides made by the Northern Pigment Co., New
Toronto, Ont.
» 75,000,000
Production of Chemicals in Canada, I9Z0-I94I \
920 17 Z4 '26 '28 30 '32 '3a '36 36 '00 'a
Synthetic nitric acid made
by Canadian Industries
Ltd. at Beloeil, Que.
Superphosphate and fer-
tilizer mixing plants of
Canadian Industries Ltd.
at Beloeil, Que. and
Hamilton, Ont,, com-
menced operations.
The Mallinckrodt Chemi-
cal Co. started to manu-
facture fine chemicals in
Canada.
Merck & Co. Ltd., Mont-
real, Que. started to
manufacture fine chemi-
cals in Canada.
1931 — Synthetic ammoni-
um sulphate, synthetic
ammonium phosphate,
and triple superphosphate
made by the Consolidated
Mining and Smelting Co. of Canada Ltd., at Trail, B.C.
1932 — Sodium silicate made by the American Cyanamid
Company, Niagara Falls, Ont,
Liquid sulphur dioxide made by Canadian Industries
Limited, Hamilton, Ont.
Sodium chlorate plant rebuilt by the Electric Reduction
Co. Ltd., Buckingham, Que.
Phenol, cresol, and other tar derivatives made by the
Dominion Tar and Chemical Co. Ltd., Toronto, Ont.
Nitrous oxide made bv Chenev Chemicals Ltd., Toronto,
Ont.
1933 — Acid calcium phosphate made by the Electric Re-
duction Co. Ltd., Buckingham, Que.
Sulphur dichloride and sulphur monochloride made by
Canadian Industries Ltd. at Windsor, Ont.
Sodium silicate plant of National Silicates Ltd., New
Toronto, Ont. commenced operations.
Vinyl acetate resins made by Shawinigan Chemicals Ltd.,
Shawinigan Falls, Que.
Zinc oxide made by the Zinc Oxide Company of Canada
Ltd., Montreal, Que.
1934 — Calcium chloride made by the Brunner, Mond
Canada, Ltd., Amherstburg, Ont,
Ferric chloride made by Canadian Industries Ltd., Wind-
sor, Ont,
Caustic soda-chlorine works of Canadian Industries Ltd.
at Cornwall, Ont., commenced operations.
Radium salts and uranium salts made bv the Eldorado
Gold Mines Ltd., Port Hope, Ont.
1935 — Liquid hydrogen peroxide made by Canadian Indus-
tries Ltd. at Shawinigan Falls, Que.
Disodium and trisodium phosphate made by the Electric
Reduction Company of Canada Ltd., Buckingham, Que.
1936 — Acetone made by Shawinigan Chemicals Ltd.
Acid sodium pyrophosphate made by Electric Reduction
Co. of Canada Ltd.
Elemental sulphur produced commercially by Consoli-
dated Mining & Smelting Co. of Canada Ltd., Trail, B.C.
Acetic anhydride made by Shawinigan Chemicals Ltd.
1937 — Perchlorethylene and trichlorethylene made by
Canadian Industries Ltd., at Shawinigan Falls, Que.
Vanillin made by Howard Smith Chemicals Ltd., Corn-
wall, Ont,
1938 — Lactic acid made by Beamish Sugar Refineries Ltd.
at Toronto, Ont,
Stearic acid made by W. C. Hardestv Ltd. at Toronto.
270
May, 1943 THE ENGINEERING JOURNAL
Metallic naphthenates made by Nuodex Products of
Canada Ltd. at Toronto.
Aluminum fluoride made by Aluminum Co. of Canada
at Arvida.
1939 — Caustic soda-chlorine works of Canadian Industries
Ltd. at Shawinigan Falls came into production.
Tetrasodium pyrophosphate made by Electric Reduction
Co. Ltd.
1940 — Ammonium chloride, zinc chloride and sodium sul-
phite made by Canadian Industries Ltd. at Hamilton.
Calcium phosphide and acid sodium orthophosphate
made by Electric Reduction Co. Ltd.
1941-42 — Potassium chlorate, potassium perchlorate, bari-
um chlorate, ammonium perchlorate made by Electric
Reduction Co. Ltd.
Sodium thiosulphate and sodium metabisulphite made
by Canadian Industries Ltd. at Hamilton.
Carbon bisulphide made by Cornwall Chemicals Ltd.,
Cornwall, Ont.
Nickel formate made by Catalytic Chemical Corp. Ltd.
at Toronto.
Phthalic anhydride and dibutyl phthalate made by
Dominion Tar & Chemical Co. Ltd. at Toronto.
Huge new plants for manufacture of sulphuric acid,
ammonium nitrate and special war chemicals.
Probably no phase of Canada's war effort has shown such
spectacular expansion as the explosives and chemicals pro-
gramme. Before the war the explosives industry was
occupied almost entirely on commercial requirements, and
the chemicals industry was in no position to feed a
large-scale munitions output. In October 1939, the Chemi-
cals and Explosives Branch of the Department of Munitions
and Supply was set up to expand explosives production and
to place the chemical industry on a parallel course of devel-
opment. Since that time, in every part of the country great
plants have mushroomed up. Capital expenditure for new
factories in this field has amounted to more than $100
millions and recent announcements indicate a further
expansion by the addition of 10 new plants which, when
completed, will make 38 projects in all within this special
programme. Now operating are 28 units, of which 15 are
classed as major undertakings. Three of these are making
explosives, three are mammoth shell-filling plants, one is a
large fuse-filling plant and the others make chemicals of
various kinds. Of the 13 smaller projects, eight are making
chemicals, one makes fuse powders and four are making or
filling smoke bombs. Three of the new units under con-
struction are for large-scale alkylation of petroleum frac-
tions for high-octane aviation gasoline. Over 60,000 em-
ployees are working in these establishments. Another huge
wartime programme is in connection with synthetic rubber
for which plants are now in course of construction.
Space does not permit detailed reference to developments
in the chemical process industries and in the manufacture
of allied chemical products, but the following tabulation
will serve to indicate the growth in some of the more
important fields during the period under review.
Gross production in
millions of $
1919 1941
Pulp and paper 140.0 334.8
Distilled liquors 1.3 22.9
Breweries 20 . 1 63 . 3
Rubber goods 36.6 119.1
Sugar refining 102.6 62.4
Leather tanning 46 . 9 33 . 6
Glass 7.1 14.6
Artificial abrasives 3.0 20 . 7
Coke and gas 24.4 50.8
Petroleum refining 43.3 155.4
Non-ferrous smelting and refining . . 51.6 379.3
Soaps 17.4 23.2
Paints 19.5 40.2
Fertilizers 2.5 15.2
Medicinals and pharmaceuticals .... 13.9 35 . 5
In the refining of metals and reduction of ores there has
been a tremendous expansion. During the last war, the
problem of ore treatment at Trail, B.C. had been solved
and the electrolytic refining of zinc had started in 1916,
while at Port Colborne, Ont., the first refined nickel was
made in Canada in 1918. Since then, the operations at these
works have been greatly increased. In 1926, the aluminum
reduction works at Arvida, Que., now expanded to one of
the largest in the world, started operations. In 1927, the
Noranda smelter commenced shipments. In 1928, metallic
cadmium was first produced in Canada at Trail, B.C. In
1930, production of refined zinc was started at Flin Flon,
Man.; the copper refinery at Copper Cliff, Ont. began
operations; and bismuth was first made at Trail, B.C. In
1931, Canada's second copper refinery was started at
Montreal, and selenium was produced for the first time at
Copper Cliff. In 1933, the refinery at Port Hope, Ont,
started to produce radium and uranium salts. In 1935.
tellurium was first produced at Montreal. In 1940, cerium
was made at Shawinigan Falls, and in the fall of 1942, the
magnesium plant at Haley's Station, Ont., came into pro-
duction.
The above brief outline of material progress is, of course,
only a small part of the story. Mention should be made
also of the ever-broadening interest in chemistry, of the
increasing attention to chemical research, of the growing
body of technical personnel, and of technical knowledge
which has resulted in more efficient use of materials and
resources. The speed and efficiency with which the present
huge wartime undertakings have been brought into opera-
tion is ample evidence of the skill and versatility which
has been attained by the industry of to-day.
THE ENGINEERING JOURNAL May, 1943
271
PULP AND PAPER
E. HOWARD SMITH
President, Canadian Pulp and Paper Association
AND
PAUL KELLOGG, m.e.i.c.
Acting President, Newsprint Association of Canada
6.000.000
5.000.000
4.000,000
,000,000
900,000
800,000
700,000
600,000
500,000
400,000
100,000
90,000
80,000
70,000
60.000
50,000
40,000
The period between the
end of the last war and the
beginning of the present
conflict witnessed an expan-
sion in the production of
pulp and paper which made
it Canada's greatest peace-
time manufacturing indus-
try. Its rôle since 1939 has
been no less outstanding.
Prior to the Hyde Park
Agreement, when dollar
balances lost some of their
former lustre, the quarter
billion dollars of foreign ex-
change which the pulp and
paper industry provides to
Canada was invaluable for
the purchase of materials
and munitions abroad and
is still an important factor
in the Canadian economic
picture. Since 1941, the in-
dustry has been a giant
reservoir for horsepower
and manpower which the
nation has sorely needed. It
has made other important
contributions as well.
It has been rightly said
that "no industry is either
completely essential or com-
pletely non-essential in a
wartime economy: it is its
production for the war
effort which counts. ' ' Judged
by this standard, the pulp
and paper industry has a high degree of essentiality.
Since it is agreed that the maintenance of a free press is
essential in this hemisphere, it seems worth remembering
that seven out of every ten papers read between Alaska and
Cape Horn are printed on Canadian newsprint.
If it is important that food and munitions be not only
produced but delivered to the fighting forces, then the
board and wrapping used in their packaging can hardly be
regarded as non-essential. If food must be packed for the
civilian population and the products of the industry can
suitably replace tin, these products, it seems reasonable to
assume, are fulfilling a wartime function.
If ships and planes and guns are weapons of war, the
thousands of square feet of blueprint paper on which they
first take shape are perhaps as essential as nuts and bolts.
If the rationing of food and gasoline is necessary to win
the war, the millions of pounds of paper required to print
the ration books and application forms are no less necessary.
If bonds must be sold, they must be printed on paper. No
suitable substitute has yet been evolved.
If housing the armed forces is vital, the wallboard which
goes into their construction is no less vital. If explosives
are essential, the woodpulp which now replaces cotton
linters in the manufacture of explosives has an equal degree
of essentiality.
Maps, the "orders of the day," sanitary drinking cups,
paper towels — the list might be extended almost indefinitely
and include, to some extent at least, every product which
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Book and
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Paper
10,000
1917 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41
Variations in pulp and paper production in Canada. (This
chart is drawn on a logarithmic scale and shows comparative
trends in volume which may differ greatly in actual values. It
should he noted that direct comparisons of volumes cannot be
made on this scale by measuring proportional vertical dis-
tances).
the industry or converters
produce. To those who give
the question a moment's
thought, it must seem im-
mediately obvious that,
without paper, the country
could not function, the war
effort would bog down.
If this great peacetime
industry is an asset to
Canada at war, it may be
worthwhile briefly review-
ing its development, par-
ticularly since 1918.
The growth of the pulp
and paper industry in Cana-
da was due to a favourable
combination of many fac-
tors. These included abun-
dant forests, river routes,
water-power, mills, ma-
chines and men, and proxi-
mity to substantial markets.
The Forests
More than one-fifth of
the total land area of Cana-
da is covered with produc-
tive forests — an area roughly
equal to the combined areas
of the British Isles, France,
Spain, Portugal, the Nether-
lands, Denmark and Swe-
den. Quebec, Ontario and
the Maritimes together ac-
count for 80 per cent of the
total accessible stand,
British Columbia for 9 per cent and the Prairie Provinces
for 11 per cent.
The Rivers
Accessibility of forests does not mean more proximity as
the crow flies. Accessibility is measured in terms of getting
the logs out. On the whole, Canada is fortunate in having
usable rivers in conjunction with her forest resources to
make these resources accessible. While the greater part of
the Dominion drains into Hudson Bay and the Arctic
Ocean, in eastern Canada where our forest resources are
greatest, the Great Lakes and St. Lawrence drainage basin
dominates, and the chief rivers with their network of
tributaries interlace the forested areas making them
accessible for utilization.
Water Power
To run a pulp and paper mill requires vast sources of
energy or power but the bulk of the forests are concentrated
in "the acute fuel zone" where native coal is not convenient-
ly or economically available. Here again Canada has been
singularly fortunate in having that other source of energy
abundantly available in this zone — water power converted
into electricity.
With this combination of natural resources plus vision,
brains and capital, and a vast nearby market, the develop-
ment of the pulp and paper industry in Canada was almost
inevitable.
272
May, 1943 THE ENGINEERING JOURNAL
Mills
The mills of the Canadian industry have been built in
most instances at points where there is available water or
electric power in abundance. The same situation usually
provides the means whereby adequate supplies may be
delivered to the mills and also a means of shipping the pro-
ducts by water or railways.
Other mills which do not use wood as a raw material,
are conveniently located at water or rail centres closer to
their markets.
Men and Machines
The development of men and machines has proved an
important factor in the phenomenal growth of the paper
industry in the past 25 years. The formation of the Tech-
nical Section of the Canadian Pulp and Paper Association
has been closely associated with this growth. Through the
regular services of this association, technical men and
operators of the industry are given many opportunities of
increasing their own individual worth to the industry and
to their own companies. It is impossible to estimate the
increase in the value to the industry of members of the
Technical Section, who have written papers, taken part in
discussions, served on committees, or given of their own
time and energy, often at considerable sacrifice and usually
with the full understanding, co-operation and support of
their companies. Chemists and engineers have become
more and more active in the affairs of the industry, serving
on both operational and managerial staffs.
Engineering developments have contributed to a large
extent to the increased production that has been accom-
plished in most Canadian mills. Dealing with a few of these
developments we have the improvements that have taken
place in the machinery available for manufacturing ground-
wood pulp. The newer types of grinders produce many
times the tonnages of the older machines, with an accom-
panying saving in horsepower expended. Wastes from the
groundwood process have been considerably reduced by the
improvement in the types of refiners which make it possible
to reduce coarse material, previously rejected, to acceptable
stock. Techniques have been developed whereby the quality
of pulps produced by the sulphite and sulphate processes
has been improved. Bleaching processes have been improved
and others discovered which have produced new pulps with
a very high degree of purity. Recovery procedures appli-
cable to some of the pulping processes have enabled us to
recover the chemicals originally used in the process and also
to reclaim to some extent the chemicals and heat which
heretofore had been exhausted to the atmosphere. These
processes which reduce wastes have contributed to a great
extent in the economic development of the industry.
Research toward the solution of the utilization of the
potential value of more of our waste products will have
far-reaching effects on the future of the industry and the
nation.
Increased production of newsprint has been the industry's
biggest gain during the years 1913 to 1943. This has been
accomplished by the designing and installation of new high-
speed newsprint machines, capable of running up to 1,500
ft. per minute. Coupled with this, we have the accomplish-
ment of our designers and engineers, whereby machines
installed to run at speeds from 600 to 900 ft. per minute
are now operating at speeds of from 1,000 to 1,200 ft. per
minute.
Research work carried out at the Pulp and Paper Re-
search Institute of Canada has also been a contributing
factor in the development of both men and machines. The
men trained in the research post-graduate departments of
our Canadian universities, and those trained at the Institute
are scattered throughout the industry, many in positions
of importance. The Institute has also provided many tests
and machines whereby with increased tempo of production
we are able to carry on adequate control testing of our
products. Besides all this, there is an unrecorded service
that is being continually rendered by the Research Institute.
This service consists of consultations that take place
between mill men and members of the Institute staff.
There is no way of measuring the help that has been given
to puzzled manufacturers and operators, not only in paper
making, but also to a considerable extent in paper using
and in connection with the development of machinery for
mills.
1918-1939
The growth of the industry from 1918 has been pheno-
menal. In the boom years following the last war, gross
output jumped to a peak of over $232,000,000 in 1920.
This was followed by a drop in 1921 which was general
throughout the industrial field. From 1922 to 1929, there
were steady annual increases in total value of production
culminating in 1929 in a total of roughly $244,000,000 which
exceeded for the first time the abnormally high total of
1920. There were annual reductions during the next four
years to $123,000,000 in 1933 followed by successive in-
creases to $226,000,000 in 1937. In 1938, gross output
dropped to $184,000,000 but rose again to $208,000,000 in
1939. {The trend in each division of the industry is shown
graphically in the accompanying chart for the period covering
1917-1941.)
At the outbreak of war four years ago, pulp and paper
was rightly regarded as "Canada's greatest manufacturing
industry."
In 1939 there was an investment in mills alone of
roughly $600,000,000 or more than three times that of
its closest competitor.
Counting only those working in the mills, it outranked
the nine other leading Canadian manufacturing indus-
tries in salaries and wages paid out ($44,737,000) and
was second only to sawmills in the number of workers
employed (31,016). An additional 100,000 men or more
were employed in the woods operations.
It consumed 40 per cent of the total electric power
employed by all manufacturing industries.
Its annual bill for transportation was approximately
$60,000,000 and it was a large buyer of goods and services
from other Canadian industries.
It was acknowledged by the Dominion Bureau of
Statistics to be the greatest single factor in sustaining
the balance of trade.
Whole communities depended on the industry. It affected
the livelihood of half a million people.
A dark spot on the history of the industry has been its
failure to provide an equitable return on their capital to
those who have invested in it — a failure due to the inability
of the industry to operate at an adequate percentage of
capacity coupled with a low price level. For years, the bulk
of the thousands of investors who supplied the money to
build the industry had little or no return on their invest-
ment.
To fill in the 1939 outline, it may be worthwhile looking
at the division of the industry's products. The most
important single product from a tonnage and dollar point
of view was and is newsprint, but books, writing paper,
wrapping paper, wallpaper, roofing papers, wallboard,
tissue papers — all are pulp and paper products. In addition,
the industry was producing pulps used for other than paper
products — for rayon, cellophane, explosives and plastics (a
field that seems destined to show a wide expansion).
On a volume basis the individual items broke down
roughlv as follows:
1939
Newsprint 64 . 5%
Pulp made for export 20 . 5
Paper boards 9.2
Wrapping paper 2.6
Book and writing paper 1.9
Tissue paper 6
Other paper 7
THE ENGINEERING JOURNAL May, 1943
273
On a tonnage and dollar basis, this was broken down as
follows :
1939 tons $
Newsprint 2,900,000 121,000,000
Allother paper and board. 700,000 50,000,000
Pulp made for export 700,000 30,000,000
Canada in the World Picture
Prior to the war, Canada faced intensive competition in
supplying world markets with pulp and paper. The chief
competition came from the Scandinavian group — Norway,
Sweden and Finland. This was particularly true in the case
of pulp. In newsprint production, Canada had developed
to a far more dominating position than she held in pulp.
In the pre-war years of 1937-39, Canada accounted for
35 to 40 per cent of total world production of newsprint.
As early as 1913, Canada led the world with exports of
256,661 tons of newsprint. By 1938, her exports were more
than nine times that quantity and she contributed to the
total almost twice as much as the other 11 leading export
countries combined.
Our chief market for newsprint and pulp is, of course,
the United States — a market which, prior to the war,
absorbed about 82 per cent of our pulp exports and 77 per
cent of our newsprint shipments.
With the outbreak of the war, the world market in pulp,
and newsprint changed radically. Exports from the Scan-
dinavian group to countries not dominated by Germany
were drastically reduced, thus leaving virtually only the
North American producers — Canada, Newfoundland and
the United States — to supply the rest of the world.
In 1940, new production records were created by the
Canadian industry, and tonnage and dollar value exceeded
1929 for the first time. In 1941 these records were again
surpassed.
It has already been pointed out that, in the early stages
of the war, the quarter billion dollars of foreign exchange
produced by the industry was of paramount importance to
Canada but that, with the Hyde Park Agreement, the
importance of this quarter billion was somewhat shaded.
Coincident with this, the nation faced a power shortage
and was also gravely threatened with lack of manpower.
Here again the industry demonstrated its value to the
nation. In the Lake St. John area, in the St. Maurice
valley, along the St. Lawrence and in eastern Ontario,
power originally developed for the industry's mills was in
part diverted for the manufacture of aluminum and other
vital war materials. Production of the pulp and paper mills
affected was allocated to mills where there was no power
shortage and a plan of compensation worked out. An over-
all reduction of the output of the industry also went into
effect.
What further reduction in the industry's operations, if
any, will take place is problematical. Wood supply, trans-
portation, manpower, shortage of essential chemicals and
other materials may be determining factors. That many of
the products of the industry have, however, a high degree
of essentiality in a wartime economy is beyond question.
Wartime Machine Shop Board
No sketch of the industry's wartime operations would
be complete without mention of a field in which it blazed
the trail — wider sub-contracting.
When it became apparent that there was in Canada a
shortage of machine tools and a dearth of technically
trained men and skilled mechanical labour, the industry
created a Wartime Machine Shop Board. Under this Board
it embarked on a programme of first, training men ; secondly ,
upgrading or thinning out its staffs to make men available
for war industries and, thirdly, the making in its own
machine shops of machine parts. The activities of the Board
have shown continuous expansion and, among the diver-
sified list of product being made, are parts for corvettes,
mine sweepers and cargo vessels ; parts for the manufacture
of ordnance and other items.
In the past twenty-five years, the industry has played a
dominant rôle in the economic development of the country.
To-day it is making a worthwhile contribution to the war
effort. When peace returns, it may logically be expected to
play its part in the rehabilitation of our sailors, soldiers
and airmen, and resume its enviable place as "Canada's
greatest manufacturing industry."
MINERAL INDUSTRIES
(Continued from page 269)
has obviously been of tremendous value to the country. It
has provided new fields of employment for tens of thousands
of Canadians and a direct or indirect means of support for
hundreds of thousands of others. It has provided new outlets
throughout the Dominion for the products of other indus-
tries ; its operations have paved the way for the opening up
of large sections of the country that would otherwise have
probably received little attention; it has helped to forge an
economic link between the industrial east and the agricul-
tural west; and it has helped to place Canada in a high
position among the exporting countries of the world.
Perhaps the best evidence of the benefits that have been
derived from the industry's progress is found in Quebec.
Most of the northwestern section of that province was
largely a wilderness twenty-five years ago. As a direct result
of the discovery and development of metal deposits, pros-
perous mining communities with populations ranging from
a few hundred to several thousand have been built up.
Roads and railroads have been built to service the properties
and a large part of the revenue of the province is now de-
rived from a formerly unproductive region. The production
of metals from this region has thus greatly strengthened the
economy of the province, and has made possible a scheme
of colonization which has opened up many hundreds of
square miles to settlement.
Canada has accordingly shown a threefold increase in the
value of its mineral production in twenty-five years. This is
an impressive record, but it is an achievement of the past.
Whether or not corresponding headway will be made in the
next quarter of a century is largely a matter of conjecture.
Much will depend upon the possibilities of the large areas
throughout the Dominion that have as yet received compar-
atively little mineral development attention. Much will de-
pend also upon the course of international developments fol-
lowing the war, more particularly in reference to the effect
these developments may have on world markets for metals.
Canada has reached or at least is approaching a stage of
maturity in the development of its mineral resources. Thus
there will be a continued and increasing need for a well-
planned development of these resources. Even then the
headway may not be as colourful as in the past, but it is
likely to be steady and prolonged.
274
May, 1943 THE ENGINEERING JOURNAL
AUTOMOTIVE INDUSTRY
T. R. ELLIOTT
General Motors of Canada Limited, Oshawa, Ont.
A review of the Canadian
automotive industry over
the past quarter of a cen-
tury reveals that in the two
decades following 1918 the
industry laid the ground-
work for a superlatively
effective participation in
the war. If those twenty
years had been consciously
devoted to training for war
production the effect on
Canada's all-out effort could
scarcely have been better.
Among the first to be called
upon by the Government to
fabricate war goods in quan-
tity, the automobile com-
panies went into production
ahead of schedule on assign-
ment after assignment.
Normally efficient in
building motor cars and
trucks, the industry was
immediately singled out to
build many war products of
an unfamiliar nature and
some they had never heard
of. The individual companies
met the challenge with char-
acteristic vigour, summoned
executives, production men
and skilled engineers around
the table and tackled the
job. Technical secrets were
shared with one-time com-
petitors, machine tools and other facilities were exchanged,
production short-cuts were passed along to others and the
war job got rolling.
Automotive engineers worked with the British Army
technicians, with the Admiralty and with Ottawa to devise
ways to put the required machines of war into mass pro-
duction, to avert shortages of critical material, and then,
when products had been turned out, to improve their per-
formance under battle conditions. The extraordinary
variety of war goods for which the motor car industry
assumed responsibility is in itself a tribute. A partial list
includes :
Aircraft fuselages and other aircraft components
Field guns, gun parts, gun sights and gun carriages
Machine guns
Shell components and fuses
Tank components
Fire control instruments
Universal carriers, reconnaissance cars and other combat
vehicles
Machine tools
Naval gun mountings
Transport and service vehicles, such as field workshops,
dental clinics, power generating outfits, water purifica-
tion units, laundries, etc.
All of which would indicate that the automobile industry
in this country had a special appropriateness in wartime
production. The key to the riddle lies simply in the develop-
ment which took place in the industry during the 20 years
prior to the outbreak of hostilities. The development
included advancements in technology, in engineering, and
in methods of manufacture to such an extent that the
Giant press, first of its kind
finished wheels a day
whole commercial and in-
dustrial life of Canada felt
the impact. The discovery
by the automobile com-
panies that manufacturing
costs could be reduced by
mass production, carefully
planned and well organized,
soon had its effect on Cana-
dian industry in general,
with the result that changes
were wrought in the Do-
minion's social life and in
the status of Canadian pro-
ducts in the markets of the
world. The motor car indus-
try led in the reduction of
labour effort and in the im-
provement of quality in
product. It led in the pay-
ment of higher wages and in
the reduction of hours per
working week.
While all this was going
on, with consequent influ-
ence upon the whole fabric
of the Dominion, the indus-
try remained by its very
nature one of the most com-
petitive in the world. Steady
improvement in the design
of the industry's product
was essential. And prices
were whittled with a regu-
larity which was born of
compulsion.
Efficiency had always been developed so that Canadian-
made automobiles might be sold in Canada at the minimum
advance over American prices. So well was this done that
prices in Canada were lower than in any other automobile-
producing country in the world, except the United States.
It is recalled that before the war the Singer 4-cylinder car,
weighing 2,465 lb., had a retail price of approximately
$1,400.00; the Austin 14-horse-power— weighing 2,032 lb.—
$1,250.00; the Morris 14 horse-power, weighing 2,912 lb —
$1,240.00; whereas the corresponding retail price of the
Canadian Chevrolet, a six-cvlinder, 29 horse-power car
weighing over 3,000 lb., was $1,000.00. The car buyer in the
United Kingdom, with higher motor car production than
ours, paid 70 per cent more for a comparable car than the
buyer in the United States, while the Canadian buyer paid
only 24 per cent more. In Germany, also with a big produc-
tion, the price comparison was 200 per cent higher than the
United States; in France 116 per cent higher.
There was one additional factor in the industry's develop-
ment through this period that is not as. well understood,
and it had an important bearing on the ability to tackle
the wartime job when the time came. That factor was the
policy of the Canadian automotive industry as a whole of
paying a premium for Canadian materials, where necessary
to do so, in order to establish Canadian production sources
of required materials. It was because of that policy that
the percentage of Canadian content in Canadian cars con-
sistently grew right up until the outbreak of war.
A single example might be cited. Body hardware and
miscellaneous die-cast parts were for years imported because
there were no die-casting industries in Canada equipped to
handle Canadian requirements. The result was that a new
in Canada, stamps out 2,000
for military vehicles.
THE ENGINEERING JOURNAL May, 1943
275
industry was created in Canada, using Canadian zinc,
supplying all the motor car companies' needs and, in
addition, building up an increased demand throughout the
industry generally for Canadian produced zinc.
When it is realized that there are 5,000 important parts
in an automobile and that most of them have to be fabri-
cated by "contributing" companies it can be understood
that the policy of the motor car industry in developing
and supporting the factories of these companies across
Canada has a substantial effect upon the Dominion's
economic life. The number of contributing industries from
which the motor car companies draw material is estimated
at 600, and in the years immediately preceding the war the
annual purchases from these companies across Canada by
the motor car companies amounted to some $85,000,000.
The effect upon employment and purchasing power can be
imagined.
The requirements of war, because of all this background,
found the Canadian automobile industry ready to accelerate
its war production from day to day, to such a degree that
in 1942, while the principal motor car factories employed
directly only four per cent of the workers, they turned out
20 per cent of the whole war production total of the
Dominion. This record is proof not only that the industry
in a short time had been able to subordinate all normal
interests to the needs of the nation at war and that the
period of "change over" had been short and efficient but
also that an outstanding job had been done in utilizing to
productive advantage the skills, facilities and production
capacities of those hundreds of auxiliary concerns now
known in the war's terminology as "sub-contractors" but
which the motor car industry had helped to develop in the
first place as suppliers.
This, then, was the first contributing factor to the
Dominion's surprisingly ambitious arms programme when
war came. The point to be emphasized is that it was
"normal practice" with the automotive industry to assign
responsibility to "sub-contractors" and thereby build up
production men all over Canada with initiative and
resourcefulness. It was little wonder when munitions jobs
had to be tackled that the key men chosen to direct these
enterprises were drawn from the automotive industry's
well-developed reservoir; and little wonder that these pro-
duction men turned out a good job. It was no miracle; it
was mass production. And mass production is just mass
brains applied to a specific task.
The next development in the arms programme in which
the industry figured was the creation of a new modern type
of munitions industry. The emphasis remained on quality
production but new visions of what the word "quantity"
meant began to be entertained. The products were new to
the makers. Most personnel had never seen these guns and
shells in the modern version. That, to some extent was an
advantage. Engineers and production men were not handi-
capped by old techniques. What if this or that gun part
always had been forged ? If it could be made better by
casting or stamping that is the way they did it. What if
tank parts always had been rivetted ? Wouldn't welding-
be better ? And in that spirit, bringing fresh viewpoints to
the job, automotive engineers saw that existing practice
could be improved on. Collaborating with ordnance officials
they introduced innovations in manufacturing method
which permitted astounding savings in time and money.
Typical example of production skill was early on record
in the case of a passenger car producer who got an anti-
aircraft gun of foreign design into production seven months
after the order was received, cut four months from the
time required by the original gun company and 80 days
from the time required by a leading British armament
rnaker. The motor car company suggested that the barrel
could be broached instead of processed by traditional
methods. This cut the manufacturing time for this part to
15 minutes from three and one half hours.
A better known instance is the case of an automotive
company in Canada which applied the technique of cost
cutting and material saving to the mass production of shell
fuses. Substitutions were made for critical materials, pro-
cedure was simplified, inspection was streamlined and
machining reduced. Originally the fuses were machined out
of bar brass and more than half of the brass for each unit
was machined off and returned as scrap. To-dajr the fuses
are being made of a zinc alloy by a die-casting method
which is fast and accurate. The substitution of zinc alloy
for brass resulted in a saving of 3,633,000 lb. per month of
brass and in its place only 1,042,500 lb. per month of a
much less critical metal, zinc, is used. The cost of the fuses
to the Government was reduced by approximately 70 per
cent.
Another plant of the same company applied the same
technique to a project for the manufacture of naval gun
mounts. Engineers in tooling for the job felt that a con-
siderable amount of critical metal could be saved by making
the mount of structural steel instead of the cast steel called
for. The plan was approved and the structural steel stand
was turned out at a cost of $275.00 compared with $504.00
for the cast steel model. In addition — 180,000 lb. of critical
steel was saved on the small initial order.
Accent is still on saving but emphasis is also placed on
quality, and the products of automotive factories are
rigidly tested. To check performance in the field, Canadian
automobile companies first launched training programmes
for men in uniform and thousands of officers and other
ranks have been called to the factories and taught the
proper techniques for obtaining peak performance of
military vehicles in the field. These "war colleges" have
been a big factor in obtaining full usefulness of the mechan-
ized armies of the United Nations.
Going a step further the companies have sent a con-
siderable contingent of their best service technicians to the
actual battle fronts, there to check and report on perform-
ance of war products so that no chance might be overlooked
of making them still better.
Summarizing wartime development of the automobile
industry in Canada, it would certainly appear that manage-
ment and engineering have contributed significantly to the
great objective; they have supplied their ingenuity, they
have sent streams of war material down the roaring assem-
bly lines and, at the same time, have reduced the cost of
the stream. And they have done the job in co-operation
with a decentralized industry throughout Canada in a way
which marks that far-flung industry for a new and even
more important assignment in the days that are to come.
276
May, 1943 THE ENGINEERING JOURNAL
AIRCRAFT MANUFACTURE
RALPH P. BELL
Director-General, Aircraft Production Branch, Department of Munitions and Supply, Ottawa.
The first heavier-than-air
machine flown in the British
Empire was the Silver Dart.
Its initial flight was off the
ice on the Bras d'Or lakes
near Baddeck, Nova Scotia,
on the twenty-third of Feb-
ruary, 1909. The pilot was
J. A. D. McCurdy.
Seventeen months prior
to this, on October 1, 1907,
at Halifax, Nova Scotia,
Doctor Alexander Graham
Bell, the inventor of the
telephone, in association
with J. A. D. McCurdy, F.
W. ("Casey") Baldwin,
Thomas Self ridge, and Glen
H. Curtiss, formed what
was known as the Aerial Ex-
periment Association.
While the legal origin of
this organization took place
in Halifax, McCurdy states
that all the discussions lead-
ing to its creation had pre-
viously been completed in
Baddeck.
The idea on which this
organization was based
originated with Mrs. Alex-
ander Graham Bell, who
provided the money with
which to finance it. Without
her vision and her financial
sacrifice — for the funds she
contributed represented
practically all her financial worth — the spectacular results
from which those participating have received undying fame
and credit would probably never have been realized.
The youth of the industry is emphasized by the fact that
McCurdy is still in the forefront, occupying as he does the
position of Supervisor of the Purchasing Division of the
Aircraft Production Branch of the Department of Muni-
tions and Supply in Canada.
While Doctor and Mrs. Bell and their associates are
usually referred to as the pioneers in this field as far as
Canada is concerned, a tremendous amount of basic research
work in the science of aerodynamics, which is the foundation
on which the whole structure rests, had been done prior to
1907 by Wallace Rupert Turnbull.
It is an odd and interesting coincidence that Turnbull
did his work in another rural community in the maritime
provinces — in the village of Rothesay, New Brunswick —
and that Turnbull, himself, is also a Canadian and a
native of the Maritimes.
Actually, Turnbull's activities date from 1902 and include
such basic work as the first wind tunnel in Canada and the
invention of an electrically-controlled variable-pitch
constant-speed propeller. Propellers based on Turnbull's
patents are now being built in enormous quantities by the
Curtiss Wright Company in the United States, and also
by the Bristol Aeroplane Company, Limited, Bristol, Eng-
land.
Writing at this time, Turnbull said: "Just as soon as the
mechanical engineer can command at his designing table
full data concerning the lift, drag, and centre of pressure of
W.I.B. Photo
The Mosquito — fastest bomber in the world to-day — built by
The de Havilland Aircraft of Canada, Limited.
aeroplanes, the thrust and
efficiency of different forms
of aeroplane propellers, the
strength and suitability of
materials, and the complete
elements entering into the
stability of the aeroplane,
just so soon, and not before,
can we reasonably expect
the problem of aero-naviga-
tion to be really solved."
As some one subsequently
said: "That was certainly
calling his shots for the next
twenty-five years."
In 1916, at Toronto, On-
tario, McCurdy established
Curtiss Airplane and
Motors, Limited, the first
organization in Canada to
build aircraft on a commer-
cial scale. That company
and its successor, Canadian
Aeroplanes, Limited —
formed by the Imperial
Munitions Board — built
just short of 3,000 planes
during the last war, a re-
markable performance for
those days.
Aircraft manufacture
ceased in Canada with the
close of the last war and was
not revived until 1923 when
Canadian Vickers, Limited,
began the production of
eight single-engined amphi-
bians for the Canadian Air Board.
In November, 1934, Noorduyn commenced the design of
the Norseman in Montreal; and the first Norseman flew on
November 7, 1935.
For the four years preceding the outbreak of the present
war, Canada's aircraft industry employed on an average
less than 1,000 persons, occupied a total floor area of
approximately 500,000 sq. ft., and produced on an average
less than forty planes a year.
To-day, Canada's aircraft industry employs over 90,000
men and women, occupies well in excess of 10,000,000 sq. ft.
of floor space, produces ten times as many aircraft in a
month as it formerly produced in a year, and has a well-
balanced long-range programme based on the following nine
types, each of which stands at the very top of its field in
world competition:
Trainers :
Fairchild PT-26 low wing monoplane — known in Canada
as the Cornell — the most modern primary trainer in the
world.
North American AT-16 low wing monoplane — known in
Canada as the Harvard — universally recognized as the
greatest single-engined advanced trainer in the world.
Avro Anson, the Canadian versions of which are now five
in number — the two latest, Mark V and Mark VI respect-
ively, are scheduled to come into production during 1943
and will have moulded plywood fuselages — is the outstand-
ing twin-engined trainer in the world.
Canadian Bolingbroke, a twin-engined medium bomber of
long range that has been adapted for advanced bombing
THE ENGINEERING JOURNAL May, 1943
277
Noorduyn Norseman, the only wholly Canadian
designed aircraft.
and gunnery training, is not only a topnotch machine for
training purposes but still remains a valuable active combat
type.
Combat Types:
Coastal reconnaissance bomber, PBY-5A, famous the
world over as the Catalina — designated by the R.C.A.F.
as the Canso — unchallenged in its field and class it stands
out as one of the great aircraft of the war for use on ocean
patrols.
Dive bomber, Curtiss SB2C-1, or Hell Diver — the Cana-
dian versions of which are designated SBW-1 and SBF-1 —
the latest and most powerful dive bomber in the world.
High speed bomber, DH-98 — or as it is more familiarly
known the Mosquito. — This latest and most famous aircraft
of a long line from the boards of the De Havilland design
group has already established itself as one of the deadliest,
and most effective weapons of the whole allied armoury.
It is the fastest bomber in the world to-day and one that
will write sky history in this war.
Four-engined long range bomber, the Lancaster, the
fastest, the most manoeuvrable, and the one capable of
carrying the largest and heaviest bomb load in its field,
this great battleship of the air is Canada's most ambitious
undertaking in the aircraft field.
Transport:
Noorduyn Norseman — or as it is designated in the United
States, the C-64 — the only wholly Canadian-designed air-
craft in the programme; easily the greatest and most
adaptable single-engined transport in the world, equally
efficient and manoeuvrable on wheels, skis, or floats, known
the world over to airmen who fly the remote places of the
earth, the Norseman is a proven champion in its field.
Seven of these types of aircraft are already in production
and two come into production within the next few months.
The Hawker Hurricane, a single-seat, interceptor fighter
is still in large-scale production in Canada under the desig-
nation Hurricane II, but is scheduled to "fade out" early
in 1943.
Canada's aircraft industry is now capable not only of
providing all the planes required for the gigantic British
Commonwealth Air Training Plan, which is probably
Canada's greatest single contribution to the whole war
effort, but in addition is contributing substantially to the
Allied cause in various parts of the world in both combat
and transport types.
Simultaneously with the production of these aircraft,
factory facilities from coast to coast with a total of over
10,000,000 sq. ft. of floor space have been built and equipped
and over 90,000 employees, 90 per cent of whom never
worked on aircraft in their lives before, have been recruited
and trained.
Thirty-five years ago, an effort of imagination in a
woman's mind resulted in five visionary men experimenting
in a small wooden workshop on a Cape Breton hillside,
laboriously building something they hoped might fly —
tc-iay, we have an industry stretching from coast to coast,
employing almost a hundred thousand persons, and turning
out thousands of aircraft per year from primary trainers to
the largest bombers.
As the skill of the individual worker increases, production
is steadily rising and costs are as steadily falling.
Here is one of Canada's great new industries and one of
the few arising out of the war for which a commercial
post-war future can reasonably be visualized, for aircraft
The Canso, coastal reconnaissance bomber.
is one of the few items of wartime manufacture for which
there will be a world-wide peacetime demand.
Canada has the basic raw materials. Canada has the
modern facilities. Canada has the skilled workmen and
workwomen.
Two things are required:
(a) the adoption of a policy calculated to firmly and
permanently establish Canada's aircraft industry on
the foundation already created;
(b) the constructive imagination and leadership neces-
sary to guide the industry through the immediate
post-war period.
Canada stands at the keystone of the arch of aerial world
transportation. As one of the first four trading nations of
the world, it is imperative that Canada's post-war trans-
portation and communication services encircle the globe in
competition with those of its friendly rivals, and that
Canadian-built aircraft be found wherever aircraft fly.
Intelligent, courageous, and inspired leadership can make
Canada's aircraft industry one of the greatest industrial
assets of the Nation.
278
May, 1943 THE ENGINEERING JOURNAL
STEEL
DESMOND KILLIKELLY
Chief Inspector, Steel Company of Canada, Limited, Montreal.
The growth of the steel
industry of Canada to its
present high standard of
value, in our economic field
of industrial endeavour, is
one of the greatest achieve-
ments that history will re-
cord of our country's ma-
terial development. From
its early inception, dating
back to the French regime
in Canada, there is woven
into its history a wealth of
romance and legend, mark-
ing the vicissitudes of its
struggles and its ultimate
successful establishment.
Its very failures in the early
years of its efforts may be
regarded as monuments in
our history which express
the faith and determination
of Canadian enterprise in
its battles against adver-
sity, eloquent of that daring
and courage which are char-
acteristic of nation builders.
The past twenty-five
years which mark the first
quarter-century of The En-
gineering Journal, have wit-
nessed an almost pheno-
menal expansion of plant
and increase in output in
the steel industry, and in
none of the arts and sciences
in Canada, has any industrial development contributed
more largely and effectively towards the advancement
of the professions than has the steel industry to the
engineering profession in all its various branches. Wonders
have been wrought in the results obtained by new applica-
tions of alloying materials in new combinations. In the field
of research, chemists and metallurgists strive for new and
better products in probing for the solution of steel prob-
lems. It is a constant quest of the unknown, for the poten-
tialities of steel appear to be limitless. To the civil and
mechanical engineer, new qualities are being constantly
revealed of its strengths, uses and workabilities. To this
realm of progress and economic achievement, Canada has
made a notable contribution.
A few men of vision and courage, engaged in the primary
production of iron and steel, maintained faith in its future
against the heavy odds of competition from the larger steel
industries of the United States and other highly indus-
trialized countries. Faced with the dual handicap of a
restricted domestic market and of foreign competition
having relatively easy access to that market, the success of
the steel industry in Canada is in large measure due to the
foresight and wisdom of those who have directed its for-
tunes.
During the two years of 1927 and 1928 Canada actually
showed a more rapid increase in steel production than the
United States, due to a larger construction programme,
which, in rate of increase in construction, was five times as
rapid in Canada as in the United States during those two
years. The lean years which followed the economic debacle
of 1929, resulting in world-wide depression in trade, did
Canada's largest blast furnace. This stack has a daily capacity
of 980 net tons of pig iron.
not lessen the value and
capabilities of the steel in-
dustry in Canadian econo-
my. In the years immediate-
ly preceding the outbreak of
war in 1939, when heavy
demands were being made
upon the steel industries of
Europe for the production
of war material, Canada's
steel industry, by reason of
the happier and more peace-
ful atmosphere of its geo-
graphical position, was
available for the production
of a fair share of the world's
needs in consumable steel
goods for peaceful uses.
It is a strange fact of his-
tory that war was literally
the parent of the steel in-
dustry of Canada. It was for
the defence of Canada, over
two centuries ago, that
Talon, then the Intendant
of New France, was ordered
by the government in Paris
to organize and carry out a
search for iron ore, and to
investigate the possibilities
of establishing a forge to
smelt the ore.
Deposits of iron ore were
discovered on the banks of
the St. Maurice river in the
province of Quebec, and by
1736 "Les Forges de St. Maurice" were established and
carried on their operations until as late as 1883. A special
incident of historical interest was the treasonable act of one
Pellisier, one of the lessees of the plant, who aided the
Americans in their invasion of Canada in 1775 by casting
shot and shell at "Les Forges" to be used by them in their
siege of Quebec.
In the World War of 1914-18, Canada again called upon
her iron and steel industry for the implements of war. The
response was prompt and of an invaluable character in all
the varied requisites of war's insatiable demands for steel.
Again the call came in 1939 and the readiness and response
have constituted a magnificent contribution to Canada's
war effort, the extent of which has been made possible
largely through the primary producing industry of iron and
steel within Canada. Indeed, if that basic industry ever
needed proof of its economic and security value to Canada,
the current war has amply provided it. It was not upon
existing plant facilities alone that this task fell. Tuned as
they were to the production of materials for domestic pur-
poses, and of a limited demand, there were now costly
adjustments to be made to meet an extraordinary condition
and the still greater task of plant expansion for increased
capacity. Expanding an existing iron and steel industry to
meet the sudden and imperative exigencies of war is not a
simple or easy undertaking. Before planning plant extension
and increased capacity, there are many factors to be con-
sidered which are of great primary importance. Provision
must first be made to assure an adequate supply of raw
materials ; that iron ore and limestone can be quickly secured
and brought together for the production of pig iron; that
THE ENGINEERING JOURNAL May, 1943
279
coal in sufficient quantity and quality can be obtained for
conversion into coke; that the necessary increase in labour
for operational services will be available.
The time element for the extension of plant to provide in-
creased capacity is of no lesser importance. There are things
which require considerable time for completion despite all
human desire or effort.
The erection of a modern blast furnace requires at least
a year under normal conditions and with increased pig iron
production a heavy strain is put upon existing open hearth
capacity for converting the iron into steel. Rolling mill
facilities and capacity are the next factors of importance in
meeting war requirements, and the suitability of existing
mills for the manufacture of the various classes of finished
and semi-finished steel products thus demanded, depends
upon the type or section of product required. Such a con-
dition arose at an early stage of the present war, when
Canada embarked on the important project of shipbuilding.
Fortunately, the advent of war found the construction of a
new plate mill well under way at Hamilton; a dismantled
plate mill at Sydney was quickly rebuilt and put into opera-
tion and a new blooming mill was added to the steel plant
at Sault Ste. Marie.
In 1939 there were ten blast furnaces in existence in all
Canada for the production of pig iron, two of which, how-
ever, had not been in operation for several years. The eight
operating furnaces had, at the end of 1939, a daily capacity
totalling 4,125 gross tons with a total production for the
year of 846,419 net tons. By the end of December, 1942,
two more blast furnaces had been built; one at the plant
of the Steel Company of Canada, Ltd., at Hamilton (at
present the largest blast furnace in the Dominion), and the
other at the plant of Canadian Furnace Limited at Port
Colborne, Ont., bringing a total of twelve blast furnaces
into operation and the production of pig iron rose to
1,975,015 net tons. In the production of steel ingots and
castings, during the past twenty-five years, the records are
impressive in reflecting periods of prosperity and depression
in Canada. In the closing year of the first World War (1918),
Canada's production of steel ingots and castings reached
the then record tonnage of 1,672,954 long tons of 2,240 lb.
each. The first million-ton year of steel production in Canada
had been reached in 1913 and from that year onward to
1934 there were fluctuations below and above the million-
ton mark indicating the cycles of trade. It has been truly
said that the steel industry is a "sensitive barometer of
capital goods activity," and that "when capital goods are
selling in satisfactory volume in normal years of peace,
the steel business is good. When it is not good, you may be
sure there is a lessened demand for capital goods."
In 1932, a year of trade depression, the production in
Canada of pig iron and of steel ingots and castings fell to
the low level of 144,130 and 339,346 long tons respectively.
By 1935, however, production of steel ingots and castings
had again risen over a million tons per annum and has not
since fallen below a million tons.
The demands of war have greatly accelerated steel pro-
duction of all grades in Canada and with the vastly in-
creased development of Canada's water powers, in the
generating of electric energy, the introduction of the electric
process of steel production became possible and its employ-
ment has steadily increased. What may be regarded as
the principal values of this process of steel manufacture
are its special adaptability for the production of some of the
finer grades of steel, and under the pressure of wartime
emergencies, it provides an important additional capacity
for the production of all grades of steel. Great as is its
contribution to the war effort, it is nevertheless a fair
classification to place the electric furnace process, where
operated as a single industry, in the category of a secondary
producer of steel, dependent, as it is, upon a supply of
steel scrap, or the pig iron produced by the primary iron
and steel industry, as its raw material.
For the year 1939, Canada's total production of steel
ingots by the open hearth process was 1,410,339 net tons.
The electric furnace process added 79,718 net tons of steel
ingots while steel castings amounted to 60,997 tons ; a total
steel production of 1,551,054 net tons. The production for
the year 1942 rose to 2,624,280 net tons of open hearth steel
ingots; 318,641 net tons of electric furnace steel ingots, and
178,440 net tons of steel castings; a total steel production
of 3,121,361 net tons, an increase over the year 1939 of
1,570,307 net tons.
At the present time, there are only three companies in
Canada engaged in the production of iron and its products
from the ore to the manufacture of semi-finished and fin-
ished articles. As primary producers they constitute the
core of Canada's steel industry. Taking their raw materials
from the earth, assembling them at the blast furnaces and
mills, and, after several metallurgical and mechanical opera-
tions, shipping the resulting products to their destined uses,
this integrated character of steel producing operations in-
volves an extremely high capital investment in relation to
the sales value of its products. Investment in mines, land,
buildings and equipment calls for tremendous capital out-
lays, while obsolescence, as a vital factor in the life and
progress of the industry, and the eternal quest for new and
better products, constantly create the need for progressive
developments and modernization of plants. Some realiza-
tion of this may be gathered from the fact that, before the
current war, there were already roughly 4,000 distinct types
of steel required by the various steel consuming industries;
the term "tailor-made steel" being aptly applied to the
modern products. The American Iron and Steel Institute is
authority for the statement that 57 of the 92 known chemical
elements are used in steel mills, directly or indirectly, in
the production of steel. The engineering activities of our
Dominion have been demanding alloy steels of a highly
specialized nature in increasing variety, but no one country
in the world possesses, in its native resources, all the ele-
ments required for the manufacture of these high-grade
steels, so that steel making may be said to have developed
an international flavour of an interdependent character.
However, under the exigencies of war, much has been done,
and is being done, to simplify and reduce the number of
special steels hitherto considered necessary for various uses.
This has had the desired effect of accelerating and increasing
production to a marked degree.
In the wake of the primary iron and steel producers follow
the large number of secondary steel industries, scattered
through the Dominion, which occupy a most important
position in the life and progress of the steel industry of
Canada. They are legion in their variety of productive
enterprises. Foundries, finishing mills, bridge and other
structural assembling plants, automobile and aeroplane fac-
tories, shops for the construction of railway rolling stock,
machinery, boilers, Diesel engines and a multitude of others
requiring steel in some form as their raw material, adding
greatness to Canada's industry and progress through years
of peace. War has transformed countless numbers of these
factories into the production of instruments of war, ex-
panding capacity in many cases, while numerous new enter-
prises have been created for similar purposes.
Industrial development in Canada has generally followed
a geographical pattern tending to concentrate in well-defined
districts, the location of which has been determined by the
proximity to raw materials, or by the facilities and economic
values of assembling and distributing centres. Largely be-
cause of the latter fact there has been built up an industrial
East. But as Canada grows in population and development
of her rich natural resources, actual and potential, we may
expect to see a wider extension of industrial activity which
will include the western provinces now occupied almost en-
tirely in agricultural pursuits. Already, in the province of
Manitoba there is a growing secondary steel indust ry, which ,
though long established, has been little known as to its
activities and value. Many expansions and additions to
(Continued on page 821)
280
May, 1943 THE ENGINEERING JOURNAL
STEAM POWER
J. G. HALL, m.e.i.c.
Assistant to the vice-president, Combustion Engineering Corporation, Toronto.
Although the story of steam
plant design in Canada during
the past twenty-five years does
not have such romantic appeal
as that of the radio, aeroplane,
etc., it is not without interest.
Owing to the abundance of
hydro-electric power in most of
our industrial areas, the steam
plant in the public utility field
has occupied a secondary posi-
tion, except in some parts of the
Prairie Provinces and the Mari-
times. However, in recent years
it has been realized more and
more that new hydro-electric
power in future may not con-
tinue to be cheap, that steam
and hydro in many cases can
supplement each other efficient-
ly and that a combination in-
volving by-product power and
process steam is worthy of seri-
ous study.
In 1918 the average boiler
unit was small with insufficient
setting height and over-all effici-
ency low, as compared with
present standards. In a few
places in the Middle West and
the Maritimes there were mod-
erately large steam plants in the
public utility field, but the capacity per boiler unit rarely
exceeded 20,000 lb. of steam per hour, while in other parts
of the country they were almost entirely used for standby
purposes.
About 1920 the introduction of pulverized fuel firing in
boiler practice in the United States created a new interest
in steam generation. It was something radically different
and gave every indication of being more efficient than pre-
vailing methods. In addition to higher capacities and
efficiencies which were being obtained, it appeared to be
particularly suitable for burning the wide range of available
Canadian coals. Also, about that time the pulp and paper
industry began its spectacular expansion. And in the next
decade many large pulverized-fuel fired plants were in-
stalled. This naturally gave stoker manufacturers the
incentive to redesign their equipment to meet competition
with the result that each method of firing merited con-
sideration in power plant studies. Manufacturers of only
one type of firing equipment, as well as those men whose
experience had been limited to particular methods, en-
deavoured for several years to perpetuate their own ideas.
To-day, however, it is realized by independent-thinking
steam plant engineers that no one method occupies an
exclusive field, but that each installation must be con-
sidered on its merits. A study of all factors, such as charac-
teristics of fuels available, suitable steam plant heat balances,
etc., must be made before the best method of firing can be
chosen. In other words, over-all economic efficiency and not
merely thermal efficiency should be the deciding factor.
During the depression years following 1930 the number of
plants installed decreased, but gradually business conditions
improved until 1939, when the war caused such an unusual
demand that statisticians were forced to discard their care-
fully prepared curves showing anticipated increases.
The above chart shows the total capacity installed
each year from 1924 to 1942, inclusive, of all steam generat-
Chart showing the total capacity of all steam gen-
erating units (over 50,000 lb. per hour) installed each
year from 1924 to 1942.
ing units with a capacity of over
50,000 lb. of steam per hour
each. This illustrates very clear-
ly the effects of the pulp and
paper industry boom, the de-
pression years and the war.
Most people look upon the
modern pulverized-coal fired
steam generator as something
which first saw light about 1922,
but actually the basis of our
present design was recognized
prior to 1912. About that time
five units of British design,
known as "Bettington boilers for
atomized fuels," were installed
in Nova Scotia and New Bruns-
wick and tests showed results
which were considered out-
standing. This type of generator
consisted in general of a boiler
built around the furnace, burn-
ing coal pulverized in a hammer-
mill as required, and using pre-
heated air for combustion. While
it is true that the original de-
tails have been greatly improved
since that time, due credit for
the essentials of our modern
design should be given to the
two Bettington brothers, as well
as to those who financed them
and to the companies which had sufficient foresight and
confidence to install units so radically different from the
then standard practice.
For many years, engineers concentrated on higher capa-
city per unit, increased pressure and temperature and
better thermal efficiency, but later began to realize the
relative importance of reliability. If stand-by units could
be reduced or eliminated, capital charges would be lower,
hence a reduction in boiler outage became very important
in power plant studies. To-day many plants report units
with a record of more than 97 per cent availability over a
period of several years. One utility plant in the United
States has recently taken a unit off the line for inspection
after an operating period of approximately eleven months.
Of the 8,147 hours in that period, it was in operation a total
of 8,067 hours, or 99 per cent of all the available time. It
may be assumed that this phase of boiler-room layout will
receive more and more attention by designers.
One of the main factors in the success of our modern
design is the use of water cooling in the furnace. This is a
direct result of the development of pulverized fuel firing.
The early experiments in Milwaukee and elsewhere, headed
by such men as John Anderson, John Blizard, Henry
Kreisinger and others, showed that with increased heat
releases and higher temperatures, standard refractory fur-
nace designs were inadequate. Air-cooled walls were tried
out and are still used for ,some conditions, but further
improvement seemed imperative. Water cooling of the
ashpit was tried with success, then a portion of each side
wall was added, the idea being held by some engineers that
there was a limit to the area that could be watercooled,
which, if exceeded, would cause unstable ignition and incom-
plete combustion. To-day, however, furnaces are built
without any refractory limitations. In the figure on the
next page it will be noted that very little, if any, refractory
material is directly exposed to flame temperatures.
THE ENGINEERING JOURNAL May, 1943
281
Sectional elevation of a modern steam generator.
Water cooling is also applied to stoker-fired installations
and has assisted in obtaining higher average operating
efficiencies, lower maintenance and decreased outage. When
new units are installed it is a relatively simple matter to
include furnace wall cooling, and many designs, even in the
smaller sizes, include it as an integral part of the installa-
tion. In existing plants, although water cooling shows very
definite advantages and has resulted in increasing the useful
life of many boilers which would otherwise have been dis-
carded, there is a limit to which it can be employed without
unjustifiable capital expenditure. Furnace water cooling is
of particular advantage when coals are burned which have
low ash fusion temperatures or those which contain high
percentages of metal oxides. By the adoption of water-
cooled furnaces large deposits of Canadian coals formerly
considered unsuitable have been made available for high
capacity and high efficiency plants.
A development 'of particular interest to western Canada
is the increased use of the lignites found in Saskatchewan,
Alberta and, to a limited extent, in British Columbia.
These vary widely in moisture content, the deposits in
Saskatchewan having 30 to 35 per cent, while those in
Alberta and British Columbia range downwards to the
point where they merge into the sub-bituminous class.
Owing to the low heating value per pound and consequent
high freight cost, their economical use is,. generally speak-
ing, limited to the four western provinces.
In addition to high moisture content, many of them have
severe clinkering characteristics, hence underfeed stokers
have a limited application, except in very small boilers.
Spreader and travelling grate types are favoured, the latter
particularly for large units and where heat recovery by
means of air preheaters can be used to advantage. Smaller
water-cooled areas are generally used when the Saskatche-
wan lignites are burned, although some plants report good
success with large percentages of the furnace so protected.
This latter applies more particularly at high capacities and
with preheated air.
The early experiments with pulverized lignite gave valu-
able data. When it was pulverized and allowed to stand for
a day or more in bins, it arched over, causing irregular
feeding, so that the storage system is seldom used and
direct firing has become standard in all recent Canadian
installations. The high moisture content also reduces the
pulverizer capacity and, as nearly twice as much must be
burned for the same steam output due to the low heating
value, over-size mills are required. The decrease in capacity
has been partly offset by drying in the mills with highly
preheated air or gas.
Two utility plants in Saskatchewan report good results
with pulverized lignite; one metallurgical plant in British
Columbia, after trying pulverizers and stokers, decided in
favour of the former when plant extensions became neces-
sary. It is thus apparent that the choice of equipment can-
not properly be made until all factors have been carefully
studied.
In 1918, a plant operating at 200 lb. gauge pressure and
a total temperature of 550 deg. F. was considered a high
pressure installation in this country. In 1926, a pressure of
600 lb. and a total temperature of 700 deg. F. were used,
while in 1937 one firm installed units of 900 lb. design
pressure and a total temperature of 820 deg. F. This pres-
sure has not as yet been exceeded, although a total tem-
perature of 850 deg. F. has been reported by a different
company.
It is interesting to note that the metallurgist has been
called upon to play an important part in this phase of
steam plant work. In 1930, engineers were prepared to
design plants using higher pressures and temperatures than
were then in use, but were limited by the metals available.
During the depression period, materials were developed
which would withstand the conditions in prime movers and
steam generating units, arising from higher pressures and
temperatures. In recent years, in the United States, units
having a pressure of 2,500 lb. gauge and 950 deg. F. total
temperature have been installed. Owing to the increased
available energy in the high pressure and temperature areas
of the Mollier chart, it would appear reasonable to assume
that pressures approaching the critical point, as well as
temperatures far beyond those in present practice, will be
given careful consideration when found to be economically
justified.
Larger units, increased use of water-cooled surfaces
exposed to radiant heat, higher heat releases, pressures,
etc., have created radical changes in boiler room auxiliaries.
The reciprocating feed pump has been replaced by single-
stage or multiple-stage centrifugal types. Piping has had
to be redesigned to suit the new conditions, including
extensive application of welding, and there is now more
general and intelligent use of instruments and controls.
Possibly the most important change has been in feed water
equipment. The old boiler compound "cure-all" method has
been replaced by scientific analyses and treatment. Methods
satisfactory for units operating at pressures of 200 lb. and
with low heat transfer rates were found to be unsuitable
and even dangerous for modern conditions. As a result, the
feed water chemist now plays a very important role in
steam plant design and operation.
It will be noted that reference has been frequently made
to "steam generators" rather than to "boilers." The reason
is that to-day we consider the unit as a whole rather than
its individual parts, such as boiler, furnace, firing equip-
282
May, 1943 THE ENGINEERING JOURNAL
ment, etc. In 1918, there were two general classes of boilers
in use; viz. fire tube and water tube with straight tubes.
Many of both classes are still in use but, in the water tube
type, bent tubes have largely replaced straight tubes. Two,
three or four drums are included in various designs, although
two or three drums are most common due to simplicity and
cost. Welded drums are becoming standard with many
manufacturers and will doubtless increase as greater welding
and x-ray facilities are made available. For low pressure
heating, the welded steel-encased type is most common
although, where some moderately high pressure steam is
required or may be necessary at a later date, the horizontal
return tube type is popular.
As mentioned previously, Canada is favoured with large
amounts of hydro-electric power so that steam turbines are
not used to the same extent as in other countries. Space
will not permit of a detailed account of turbine practice in
this country, but a few notes should be of interest. In 1918,
a 5,000 kw. steam turbo-generator was considered a large
unit and it was not until 1920 that a 10,000 kw. 3,600 r.p.m.
machine was installed in Edmonton. This was followed in
1929 by a 15,000 kw. unit in Regina. To-day the largest
in service has a capacity of 25,000 kw.
The detailed study of power plant heat balances has
brought into prominence the different kinds of steam tur-
bines now available. In addition to the straight condensing
and back pressure types so widely used for many years,
there are now the automatic controlled bleeder condensing,
bleeder back pressure and mixed pressure bleeder types.
These can be used singly or in combination, depending on
the nature of the particular conditions. Standard designs
are available from all recognized manufacturers and are
being given careful consideration in industrial areas, even
where water power is or may later be available.
At the outbreak of war, Canada was forced to change
from peacetime to wartime effort almost overnight and very
soon the effect on the country's steam plants became
apparent. Utility companies, instead of endeavouring to sell
electric power for the generation of steam at any price which
would tempt firms to shut down their boilers, now began
to invoke the cancellation clauses in their contracts. In
1939, the capacity of electric steam generators exceeded a
million and one-quarter kilowatts, while at the beginning
of 1943, after about 3}/£ years of war, a negligible fraction
of that amount was being used in isolated cases and at
highly restricted off-peak periods.
In addition to the limits of shops to turn out steam
generating and allied equipment, there was the problem of
finding designers and draughtsmen. Where possible, plans
were made to use existing designs, either in their entirety or
with slight modifications. One company with many plants
from coast to coast has installed 72 units each of approxi-
mately 25,000 lb. of steam per hour rated capacity since
1939. The uniformity of design was carried out, not only
in the boilers and firing equipment, but also in piping,
[jumps, feed-water treatment, coal-handling equipment,
buildings, etc. The value of this general policy became
more evident as plant additions were required. By placing
orders for one or more duplicate units, engineering time was
eliminated and often several months were saved in delivery,
installation and starting up.
An unexpected effect of the war was the necessity for
changing a large number of boilers from oil to coal firing.
As the submarine menace increased in 1941, the problem
of crude oil transportation became acute and, in addition,
larger quantities of fuel oil were required for ships both in
the Navy and Merchant Marine.
Prior to July 1942, a number of large boilers had changed
to coal firing, resulting in a saving of oil at the rate of 26
million gallons per year. At that time, the Government
ordered all installations burning more than 10,000 gals, per
year to convert. This involved approximately 4,100 actual
boiler plants or 15,500 boilers. Of these, moie than 7,000
were equipped with stokers; the remainder were hand fired,
using either forced or natural draft.
The work which began in July was completed by
December 31st, with the exception of 39 plants where the
change-over was well advanced. This involved a cost of five
million dollars, and effected an additional saving of 100
million gals, of fuel oil per year.
In view of the short time available and the scarcity of
both materials and man-power, this is a remarkable record
and an indication of what can be done by proper co-opera-
tion of Government and industry.
The question is often asked as to what the steam plant
of the future will be like and if steam will continue to hold
its place in the heat and power fields. In the field of straight
power generation it is, of course, thermally very inefficient,
due to the large latent heat loss in the exhaust. This is
quite apparent when it is realized that even in the very
efficient utility plants in the United States less than 30 per
cent of the heat energy in the fuel is actually made available
as electric power at the bus-bar. The mercury vapour unit
is reported to be past the experimental stage, but so far
only a few installations have been made. Also, like most
binary-fluid designs, it can only maintain its high efficiency
when used in conjunction with steam. It would appear,
therefore, that steam will maintain its position until some
new medium has been discovered and developed to the
point where it is better from the standpoint of over-all
economic efficiency, including first cost, operating cost,
reliability, maintenance, safety, etc.
As mentioned previously, if Canada should continue to
develop industrially, further hydro-electric developments
capable of delivering cheap power will be found to be
limited and even now relay steam plants are being used in
conjunction with hydro to provide for low water periods.
There is every indication that hydro and steam plant
designers and operators will be called upon to work in
close co-operation.
Another important field which the steam plant will be
called upon to serve is in the utilization of by-product power
by the use of process steam. In this way there is little or
no latent heat loss and considerable savings are possible.
The combination is, of course, generally restricted to con-
ditions where there is a reasonable balance between steam
and power loads, or where steam demand is the governing
factor.
Grateful acknowledgment is hereby tendered to Mr.
George Sancton of Fraser & Chalmers Limited for details
of the Bettington boiler and to the Canadian Steel Boiler
Institute for data required for the capacity chart.
THE ENGINEERING JOURNAL May, 1943
283
WATER POWER DEVELOPMENT
VICTOR MEEK, m.e.i.c.
Controller and Chief Engineer, Dominion Water and Power Bureau, Surveys and Engineering Branch,
Department of Mines and Resources, Ottawa
WATER POWER DEVELOPMENT IN CANADA
TOTAL TURBINE INSTALLATION
AT THE ENO Of EACH YEAR
4 M U I I t I i 1 1 I I I t 1
922 1923 '924 I92S 1926
In the twenty-five years
which have elapsed since
the founding of The Engin-
eering Journal, in May,
1918, no single factor is of
more fundamental signifi-
cance in Canada's progress
during this period than the
great increase that has
taken place in water-power
development. This increase
of 6,938,000 hp. amounts to j
more than three times the
total installed capacity of
2,287,000 hp. at the begin-
ning of 1918 and has brought
the total, at the end of 1942,
to 9,226,000 hp.
The period under review
had its beginning in the last
year of the First World War when an acute power shortage
in southern Ontario led to the undertaking of the great
Chippawa-Queenston power project on the Niagara river
by the Hydro-Electric Power Commission of Ontario.
Although this development did not come into operation
until the end of 1921, too late for use in World War I, it
marked the commencement of an era of large-scale water-
power development which was to extend throughout the
Dominion and which was to provide the low-cost energy
necessary not only for the establishment and expansion of
extensive peace-time industries but also for the tremendous
production of war materials and equipment for the use of
the United Nations in the present world conflict.
The peace-time interval from 1919 to 1939 witnessed a
large and widespread growth in Canadian industry. The
most notable enterprise was undoubtedly the expansion of
the pulp and paper industry to an extent where it led all
other manufacturing industries in capital investment, in
wages paid, and in the net value of production, and was the
greatest factor in maintaining Canada's favourable balance
of trade. This industry is dependent upon an abundance of
wood and ample supplies of low-cost power and. before the
war, was consuming more than 50 per cent of all power sold
for industrial purposes, by central electric stations in Canada,
in addition to the production from water-power develop-
ments directly owned and operated by the mills themselves,
having an installed capacity of almost (550,000 hp. Although
the pulp and paper industry provided the most spectacular
growth in the peace-time interval, particularly in point of
power utilization, the whole industrial base expanded to
such an extent as to bring Canada to a position of first rate
industrial importance amongst world nations. Contributing
greatly to this programme of expansion was the growth in
the mining, smelting and refining of base and precious
metals, the growth of automotive, steel, machinery manu-
facturing, textile, food processing and packing, and many
other industries. Power production kept pace with this
industrial expansion both by the construction of new
developments and by the systematic extension of existing
facilities. Indeed, in the period of business depression follow-
ing 1930, these new developments provided a surplus of
power-generating capacity, a surplus, however, which was
to be of the utmost importance in the war years to come.
In addition to the greatly increased demands for power by
industry in this peace-time interval, a tremendous growth
took place in the use of electric energy for domestic and
commercial purposes. Extension of transmission and distri-
284
n
n n
1929 (930 193
EARS
UU
1939 '940 194'
bution facilities, intro-
duction of radio, electric
refrigeration, air condition-
ing, and numéro us
electrically -driven labour-
saving devices together with
improvements in lighting
and heating appliances com-
bined to bring about this
great increase. By the end
of the period, electric ser-
vice was virtually universal
in urban communities and
had been greatly extended
into rural areas in many
parts of the country.
For almost four years,
Canada has again been in-
volved in a great world war.
and the enormous part that
this country has been able to take in providing the materials
and equipment so urgently required by the armed forces of
the United Nations, in almost every theatre of the war, is
attributable to the broad expansion which had previously
taken place in industrial, and in power-producing and dis-
tributing facilities. At the outbreak of the war the power
situation was peculiarly favourable. During the immediately
preceding years, construction had proceeded on several
hydro-elect lie power projects and, owing to the lag brought
about by the industrial depression, power demands, par-
ticularly for firm power, were considerably less than power
capacity. As a result, substantial supplies of power were
immediately available for war production purposes and
further large amounts, which were being sold as secondary
power for raising process steam in pulp and paper mills,
could be diverted to primary war use with relatively little
delay. Such supplies were soon earmarked for war purposes
but as the war progressed it was evident that additional
capacity would be required and new construction w.is
undertaken and prosecuted with such vigour that, during
the war period up to the end of 1942, hydro-electric instal-
lations were brought into operation totalling more than
1,000,000 hp. Further construction is proceeding which
should add as much more within the next twelve to eighteen
months. During the war period, also, extensive additions
and interconnections have been made to transmission
systems, daylight saving is in force the year round through-
out Canada, restrictions have been imposed in the use of
power for certain non-war purposes and other measures
have been taken to make available the maximum amount of
power for war production. It is difficult to make a definite
estimate of the total power being used for war purposes
but it should be safe to say that more than one-third of
Canada's hydro-electric capacity is now in war service.
supplying power for the production of aluminum, copper,
nickel, lead, zinc, and other war metals, and for the manu-
facture of ships, planes, tanks, guns, motor vehicles, and
the host of other things required in this country's vast war
programme.
Review of Outstanding Developments
(1918-1943)
As already stated, the water-power capacity installed in
Canada during the twenty-five years (1918-1943) totalled
6,938,000 hp. Every province was represented in this great
programme of development as is shown in Table I.
May, 1943 THE ENGINEERING JOURNAL
Table I — Total Turbine Installation by Provinces
(1918-1943)
Hp. installed Per cent
Province (1918-1943) of total
British Columbia 495,394 7 . 2
Alberta 61,875 0.9
Saskatchewan 90,805 1 . 3
Manitoba 342,075 4 . 9
Ontario 1,728,440 24 . 9
Quebec 3,982,774 57 . 4
New Brunswick 117,09(3 1 . 7
Nova Scotia 109,666 1.6
Prince Edward Island 628
Yukon and Northwest Terri-
tories 9,700 0.1
Total 6,938,453 100. 0
This indicates that Quebec had by far the greatest share
of water-power development and Ontario and Quebec com-
bined, where much of the country's heavy industry is con-
centrated, were credited with more than 82 per cent of the
total installation. Substantial developments, however, were
made in all the provinces with the exception of Prince
Edward Island which, owing to its size and topography, has
limited water-power resources.
It is also of interest to record the development year by
year during the period under review. This is done in Table
II and shows very substantial increases for every year from
1921 to 1935. Heavy installations continued through the
depression years from 1930 to 1935. These were offset, how-
ever, by very much smaller installations in the recovery
period until the outbreak of the war when the greatly
increased power demand brought about further large
additions in the last three years.
It is not possible, in a brief article, to describe in detail
the many developments undertaken during the past twenty-
five years, but reference will be made to a number of the
larger ones in the various provinces.
British Columbia — To meet steadily increasing power
demands in Vancouver and the lower coastal mainland area,
the British Columbia Power Corporation enlarged its Stave
Falls station on Stave river by 36,000 hp., constructed the
Ruskin station on the same river with an installed capacit.y
of 94,000 hp. together with the Alouette station on Stave
lake of 12,500 hp. The corporation also increased the capa-
city of its plant on Jordan river on Vancouver Island by
20,000 hp. for the supply of Victoria and vicinity.
In the West Kootenay area, the West Kootenay Power
and Light Company built new plants at Corra Linn and
South Slocan on the Kootenay river and reconstructed or
added to its plants at Upper and Lower Bonnington Falls
on the same river. This new construction added 242,000 hp.
to the company's generating capacity which serves chiefly
the large power requirements of the Consolidated Mining
and Smelting Company of Canada.
The East Kootenay Power Company constructed two
hydro-electric plants totalling 22,200 hp. on the Bull and
Elk rivers to supply mining needs in the East Kootenay
district.
The Powell River Company, operating pulp and paper
mills on the mainland coast at Powell river, added 25,860
hp. to its power installation on Powell river and constructed
a 24,800 hp. plant on Lois river. Pacific Mills Limited,
another pulp and paper enterprise on the coast, increased
its power-generating capacity by 6,300 hp.
In the Prince Rupert area, the Northern British Columbia
Power Corporation constructed a plant of 4,380 hp. on Falls
river and, to serve an area centering on Vernon, the West
Canadian Hydro-Electric Corporation installed 7,600 hp.
in a plant at Shuswap Falls on Shuswap river.
alberta — In Alberta, the Calgary Power Company con-
structed two new hydro-electric developments during the
period, both in the Bow River basin. The Ghost develop-
ment on the Bow of 36,000 hp. was brought into operation
in 1929 and the Lake Minnewanka — Cascade River develop-
ment of 23,000 hp. in 1942. The company also greatly
extended its transmission system to embrace most of Alberta
from Edmonton south to the international boundary.
Saskatchewan— All hydro-electric development in Sas-
katchewan took place during the period. The Churchill River
Power Company brought its Island Falls development on
Churchill river into operation in 1930 with an installation
of 42,000 hp. and, by additions in 1937 and 1939, enlarged
the development to 87,500 hp. Power is transmitted to Flin
Flon and Sherridon for the operations of the Hudson Bay
Mining and Smelting Company and Sherritt Gordon Mines
respectively. In 1939, the Consolidated Mining and Smelt-
ing Company of Canada completed a plant of 3,300 hp. at
Wellington lake on Chariot river for gold-mining operations
at Goldfields, Saskatchewan.
Manitoba — With the exception of a 1,900 hp. develop-
ment completed by Gods Lake Gold Mining Company in
1935 on Island Lake river in northeastern Manitoba, all
other waterpower development during the period was made
on the Winnipeg river. The City of Winnipeg hydro-electric
system completed its Pointe-du-Bois station by adding
65,400 hp. and a new plant was constructed at Slave Falls
with an installation of 48,000 hp. Power is transmitted for
distribution in the city of Winnipeg. Two plants controlled
by the Winnipeg Electric Company were built on the
Winnipeg river; one at Great Falls with an installed capa-
city of 168,000 hp. and the other at Seven Sisters Falls
where an initial installation of 60,000 hp. has been made.
Power is transmitted to Winnipeg and vicinity, also to the
Manitoba Paper Company's mill at Pine Falls, to the
central Manitoba mining area and to Kenora in Ontario.
The Manitoba Power Commission, established in 1919,
purchases power from the Winnipeg Electric Company and
serves 151 municipalities throughout southern Manitoba by
means of a network of 1,825 miles of transmission and dis-
tribution lines constructed and extended during the past
twenty-four years.
Ontario — During the past twenty-five years, the develop-
ments carried out by the Hydro-Electric Power Commission
of Ontario far surpassed all others in the province. In this
period, new plants constructed by the Commission or
acquired by purchase totalled more than 1,300,000 hp.
representing almost 75 per cent of the Commission's total
generating capacity. In addition, the Commission purchases
under contract 835,000 hp. from companies generating
power in the province of Quebec. The great Chippawa-
Queenston development of 560,000 hp. on the Niagara river
was the largest of the Commission's construction under-
takings but other large developments included Chats Falls
on the Ottawa river (112,000 hp.), Cameron Falls (75,000
hp.) and Alexander Landing (54,000 hp.) both on the
Nipigon river, Barrett Chute (56,000 hp.) on the Mada-
waska river, and the Canyon plant on the Abitibi river
(330,000 hp.), the latter completed and operated for the
Ontario Government. Among smaller developments, five
were built on Muskoka waters (28,550 hp.), three on the
Trent river (21,400 hp.), two on the South river (3,100 hp.),
one on the Mississippi river (3,720 hp.), and on the English
and Albany rivers in the Patricia district developments
totalling 20,400 hp. were made and are operated for the
Ontario Government. Additional installations made in older
plants and plants acquired by purchase totalled 50,000 hp.
During this period, the Commission vastly extended its
network of transmission and distribution lines, bringing
electric service to virtually all parts of the province and
supplying some 900 urban and rural municipalities.
In addition to the developments undertaken by the
Hydro-Electric Power Commission, several privately-owned
power organizations and a number of industrial companies
added substantially to Ontario's water-power development.
Serving Sault Ste. Marie, the Great Lakes Power Company
built three plants on the Montreal and Michipicoten rivers
THE ENGINEERING JOURNAL May, 1943
285
Table II — 'Canadian Water Power Development
Turbine installation by provinces (1918-1943) in horse-power
Year
British
Columbia
Alberta
Saskatch-
ewan
Manitoba
Ontario
Quebec
New
Bruns-
wick
Nova
Scotia
Prince
Edward
Island
Yukon &
North-
west
Terri-
tories
Canada
End of
1917
1918
1919
1920
1921
1922
1923
1924
1925
1926
1927
1928
1929
1930
1931
1932
1933
1934
1935
1936
1937
1938
1939
1940
1941
1942
297,169
10,364
831
1,170
728
19,295
26,561
4,374
83,360
20,000
1 1 ,380
79,560
5,000
71,000
25,200
57,800
3,810
115
780
425
1,050
18,041
50,750
3.800
33,122
1,410
36,000
1,065
400
23,000
30
5
42,000
19,000
29.800
78,850
6,475
13,800
34,900
28.000
21.900
44.000
28,000
56,000
79,000
1,900
12,500
15.600
955,955
25,358
55,237
20,872
108,518
139,596
90,630
199,230
207,166
5,684
24,409
71,050
48,350
136,000
57,150
62,900
147,000
650
204,400
1.750
15,475
5,579
13.S40
796
19,900
66,900
856,769
48,534
31,600
18.187
95,248
49,066
36,077
177,069
437,425
136,067
183,476
317,600
208,312
122,700
382,200
256,990
136,000
210,000
150,000
30,000
116.366
31.377
53.700
236.180
236,000
282,600
16.251
60
2,815
2,850
9,000
11,075
1,050
1.420
2,250
4,860
20.000
45.500
21.050
334
34,051
267
875
2,430
11,285
234
1.189
15,241
65
510
2.269
5,940
34.768
5.100
2,225
168
4,200
4.300
2,770
7,180
1,100
7,500
4,500
1.989
209
35
19
22
165
178
13,199
5,000
4,700
2,287,385
91,272
91,393
45,509
238,598
254,188
183,507
398,744
747,666
211.121
249,534
550,315
377.930
397,850
541,325
378,923
286,810
214,965
362,080
36,475
167,161
78,021
98,440
295,226
260,600
380.800
Total
792,563
94,997
90,835
420.925
2,684.395
4,839,543
133,347
143,717
2,617
22.899
9,225,838
totalling 02,000 hp. and added 7,200 hp. to its plant at
Sault Ste. Mario. The Canada Northern Power Corporation,
supplying power in the Porcupine and Kirkland Lake
mining areas, increased its generating capacity on the
Montreal and Mattagami rivers by 31,200 hp. The Kee-
vvatin Power Company installed 30,875 hp. on the Winnipeg
river at Kenora. Among pulp and paper companies, the
Abitibi Power and Paper Company added 81,650 hp. to its
generating capacity chiefly at two plants on the Abitibi
river, the Spruce Falls Company built [liants totalling
58,750 hp. on the Mattagami and Kapuskasing rivers, and
the Minnesota and Ontario Paper Company constructed
three plants on the Seine river totalling 3(5,500 hp. The
International Nickel Company increased its generating
capacity by 28,200 hp. on the Spanish river and numerous
lesser installations were made by other power and industrial
organizations.
Quebec — The great increase in water-power development
of 3,982,000 hp. in Quebec during the past twenty-five years
was accounted for very largely by the activities of a few
large privately-owned public utility organizations. The
Shawinigan Water and Power Company and its sub-
sidiaries or associates, serving a large area in central Quebec
increased its generating facilities by 742,500 hp., chiefly on
the St. Maurice river. New plants on that river were con-
structed at La Gabelle (172,000 hp.), Rapide Blanc (100,000
hp.), and La Tuque (178,000 hp.), and additions were made
at Shawinigan Falls (129,000 hp.), and Grand'Mère (77,000
hp.). Other new construction included a 22,000 hp. plant
at St. Narcisse on Batiscan river, 4,500 hp. at St. Raphael
on du Sud river, and 4,000 hp. at St. Alban on the Ste.
Anne-de-la-Pérade river. Large extensions were also made
to the company's widespread transmission and distribution
systems.
Montreal Light, Heat and Power Consolidated and com-
panies now under its control, viz. Beauharnois Light, Heat
and Power Company and Montreal Island Power Company,
accounted for 823,400 hp. in new installations. The great
development of 089,000 hp. at Beauharnois on the St.
Lawrence river was the outstanding achievement; the
Cedars development on the St. Lawrence was increased l>.\
89,400 hp. and a plant on Rivière des PrairiesatSt. Vincent-
de-Paul was constructed with an installed capacity of 45,000
hp.
Serving the Eastern Townships area south of the St.
Lawrence, the Southern Canada Power Company con-
structed two developments on the St. François river, one at
Drummondville (18,400 hp.) and the other at Hemming
Falls (33,000 hp.); a smaller plant of 2,000 hp. was built at
Burroughs Falls on Nigger river.
The period witnessed the establishment of four new power
organizations of large magnitude: three in the Ottawa River
valley, Gatineau Power Company, Maclaren-Quebec Power
( lompany, and Ottawa Valley Power Company; and two in
the Saguenay River district, Saguenay Power Company and
Aluminum Power Company.
Gatineau Power Company constructed three large plants
on the Gatineau river at Paugan Falls (238,000 hp.),
Chelsea (170,000 hp.), and Farmers (90,000 hp.), and a
smaller one of 2,500 hp. at Corbeau Rapids. The company
also acquired by purchase a number of other plants which
were either installed or extended during the period including
two on the Ottawa river, Bryson (51,400 hp.) and Hull
(22,500 hp.), one on Gordon creek at Kipawa (24,000 hp.)
and others on the Rouge, Nord, and Ouareau livers where
installations totalling 7,705 hp. were made. An extensive
transmission system was constructed throughout the terri-
tory covered by the company's operations.
The Maclaren-Quebec Power Company completed two
Large developments on the Lièvre river, one at High Falls
(120,000 hp.) and the other at Masson (130,000 hp.).
Ottawa Valley Power Company joined with the Hydro-
Electric Power Commission of Ontario in constructing the
Chats Falls development on the Ottawa river; the company
undertaking the works in Quebec province and installing
112,000 hp. The output from this installation is sold to the
Commission for distribution in Ontario.
Saguenay Power Company, supplying chiefly the alumi-
num industry and pulp and paper mills in the Saguenay
River and Quebec districts, constructed a large development
of 540,000 hp. at Isle Maligne on the Saguenay river at the
286
May, 1913 THE ENGINEERING JOURNAL
outlet of Lake St. John. A plant of 3,500 hp. built during
the period at Garneau Falls on Chicoutimi river was also
acquired by the company.
The Aluminum Power Company, serving the aluminum
industry, completed a permanent installation of 280,000 hp.
at Chute-à-Caron on the Saguenay river and installed
temporarily 110,000 hp. at the same site. A major develop-
ment is also under construction at the present time at
Shipshaw on the Saguenay which will have an installed
capacity, when completed^ of 1,020,000 hp.; 170,000 hp.
of this capacity was installed and in operation at the end of
1942 and it is expected that the full development, including
the transfer of the temporary units from Chute-à-Caron to
Shipshaw, will be completed by the end of 1943.
To supply the mining industry in northwestern Quebec,
the Canada Northern Power Corporation constructed a
40,000 hp. development on Quinze river and the Province
of Quebec one of 48,000 hp. at Rapid No. 7 on the Upper
Ottawa river.
The City of Sherbrooke, supplying its own needs, built a
new plant of 5,800 hp. at Westbury on the St. François
river and reconstructed a plant on the same river at Weedon
adding 4,300 hp.
Serving the lower south shore district of the St. Lawrence
and also the town of Campbellton in northern New Bruns-
wick, the Lower St. Lawrence Power Company built a plant
of 9,600 hp. on the Métis river.
Among pulp and paper companies developing power for
their own needs, Price Brothers constructed a plant of
17,600 hp. at Chute-aux-Galets on the Shipshaw river, one
of 11,000 hp. on Chicoutimi river and added 5,300 hp. to
other existing plants. North Shore Paper Company built a
plant of 70,000 hp. on the Outardes river to supply its mills
at Baie Comeau. Smaller installations were made by other
companies.
No account of the major power programme in Quebec
would be complete without a reference to the highly im-
portant work carried out by the Quebec Streams Commis-
sion in the construction and operation of storage dams for
the regulation of stream flow. The Commission now controls
21 reservoirs on the St. Maurice, St. François, Gatineau,
Lièvre, Nord, Ste. Anne-de-Beaupré, and Métis rivers and
on Lake Kenogami. Virtually all of these reservoirs have
been created during the past twenty-five years, the most
notable of which have been the Gouin reservoir on the St.
Maurice river (5,000,000 acre-feet), Baskatong and Cabonga
reservoirs on the Gatineau river (3,165,000 acre-feet), Cedar
Rapids reservoir on the Lièvre river (500,000 acre-feet),
Lake St. François and Lake Aylmer reservoirs on St.
François river (340,500 acre-feet), and Lake Kenogami
reservoir (312,000 acre-feet). Other reservoirs not under the
control of the Commission have been created by private
power interests, the outstanding ones being those on Lake
St. John (3,850,000 acre-feet) and on the Peribonka river
(5,440,000 acre-feet) for the regulation of the Saguenay
river.
new Brunswick — The outstanding water-power develop-
ments in New Brunswick during the past twenty-five years
were undertaken by the New Brunswick Electric Power
Commission, the Gatineau Power Company, and the
Bathurst Company.
The New Brunswick Electric Power Commission, estab-
lished in 1920, serves power to most urban and a number
of rural communities in the province over 2,290 miles of
transmission and distribution lines leading from two power
plants constructed by the Commission; one a hydro-electric
plant on the Musquash river (11,100 hp.) and the other a
fuel-electric plant on Grand lake (25,000 hp.) The Com-
mission also purchases a small amount of power from other
sources.
At Grand Falls on the St. John river, the Gatineau Power
Company completed a hydro-electric development of 80,000
hp. and transmission lines leading to Dalhousie and Ed-
mundston; power being used chiefly for the operation of
pulp and paper mills in those communities.
The Bathurst Company constructed a hydro-electric
plant of 14,500 hp. at Grand Falls on the Nipisiguit river
for the operation of its pulp and paper mills at Bathurst.
Lesser installations were made by the Maine and New
Brunswick Electrical Power Company on Aroostook river
(5,100 hp.) and the Municipality of Edmundston on Green
river (1,050 hp.).
nova scotia — The past twenty-five years have witnessed
a four-fold increase in water-power development in Nova
Scotia largely through the operations of the Nova Scotia
Power Commission and the Avon River Power Company.
The Nova Scotia Power Commission, established in 1919,
has constructed 14 hydro-electric developments totalling
76,350 hp. and 1,400 miles of transmission and distribution
lines serving communities and industries throughout the
province. The larger developments are five on the Mersey
river (39,600 hp.), three on Indian and North East rivers
(15,700 hp.), two on East River Sheet Harbour (16,140 hp.),
and one on Tusket river (3,000 hp.).
The Avon River Power Company, serving power to
Halifax and communities in the Annapolis valley, con-
structed three plants on Black river (16,500 hp.), two on
Avon river (6,200 hp.) and other smaller plants, giving the
company a total generating capacity of 24,825 hp.
The Minas Basin Pulp and Paper Company built two
hydro-electric plants on the Ste. Croix river totalling 6,970
hp. for the operation of its pulp mill at Hantsport. A number
of other lesser plants were constructed by industries and
municipalities during the period.
YUKON AND NORTHWEST TERRITORIES — III the Yukon, the
only new water-power development was the addition of a
5,000 hp. unit in the hydro-electric plant of the Yukon
Consolidated Gold Corporation on the North Fork of the
Klondike river. Power is used principally for the operation
of gold dredges in the Klondike district and for the supply
of Dawson city.
The first hydro-electric development in the Northwest
Territories was constructed by the Consolidated Mining
and Smelting Company on the Yellowknife river (4,700 hp.)
to supply gold-mining properties in the Yellowknife area to
the north of Great Slave lake.
Current and Future Development
Under the urge of war demands, construction is currently
proceeding on several projects which will add another
1,000,000 hp. to the Dominion's total. These include the
completion of the outstanding Shipshaw development on
the Saguenav river by the Aluminum Power Companv
(740,000 hp./; the addition of units at Rapide Blanc (40,000
hp.) and La Tuque (44,500 hp.) plants of the Shawinigan
Water and Power system; the completion of a 65,000 hp.
development at DeCew Falls in the Niagara area by the
Hydro-Electric Power Commission of Ontario ; and the con-
struction of a 130,000-hp. development at Brilliant on the
Kootenay river in British Columbia by the Consolidated
Mining and Smelting Company of Canada. A development
in early prospect is one of 300,000 hp. at Des Joachims on
the Ottawa river by the Hydro-Electric Power Commission
of Ontario.
When the war is over, large quantities of power now
being used for war production will be available for other
purposes. At that time, however, there will have accumu-
lated, undoubtedly, an enormous demand for goods and
equipment brought about by wartime destruction, rationing
and curtailment. Canada's industries with large supplies of
low-cost hydro-electric power available should be in an
unrivalled position to take a great share in this work of
reconstruction and rehabilitation. Looking further to the
future there are very large reserves of power still undevelop-
ed throughout the Dominion which will be of fundamental
importance in fashioning the development of other natural
resources in the vears to come.
THE ENGINEERING JOURNAL May, 1943
287
ELECTRICAL EQUIPMENT
D. C. DURLAND
President, Canadian General Electric Company, Limited, Toronto.
Canada's electrical indus-
try during the past 25 years
has experienced a phenom-
enal growth. A few facts
and figures exemplify the
rapid progress that has been
made. The annual per
capita consumption of elec-
tricity has increased from
«60kw.li. in 1918 to 3100 in
1942 to give Canadians the
distinction of being the
world's largest per capita
users of electricity. The out-
put of central stations in-
creased from 5.5 billion
kw.h. to 37.1 billions in 1942
or an increase of 6.7 times.
What are some of the
factors that have brought
about this rapid growth in
the use of electricity ? The principal one is the large pro-
portion of Canada's electricity produced by hydraulic
power. Canada is fortunate in having many water power
sites that not only lent themselves to relatively low cost
development but also were fairly close to established centres
of population and to sources of raw materials. Canada has
a progressive central station industry with the foresight
and courage to embark on large scale hydro-electric projects
and the ingenuity to carry them to completion. The
Dominion also has an efficient electrical manufacturing
industry with research, engineering and manufacturing
facilities for the constant improvement of equipment as
well as for the development and manufacture of new pro-
ducts to meet the growing demands of Canadian industry.
These factors combine to make available large amounts of
low cost electricity which is freely utilized in industry,
municipalities and homes.
In 1941, the electrical apparatus and supplies industry
had 211 plants, 33,080 emplovees, and a selling value of
products of $177,902,620. In i918, this industry had only
08 plants, 8,863 employees and a selling value of products
of $30,045,399.
Since our immediate interest is with the advances in
equipment dining the past quarter century, let us review
some of these developments. The sequence in which they
are named does not in any way indicate their relative
importance in the Canadian electrical scene.
Fabrication by Arc Welding
One of the greatest advances in electrical apparatus was
the transition from cast to fabricated steel construction.
Although successful results were obtained by electrically
welding together steel parts as far back as 1918, there was
for several years a reluctance to adopt this method of
manufacture for electrical machinery. In 1925, the first
all-welded tanks for large transformers were built in Canada.
In 1927, the first all-fabricated vertical waterwheel-driven
generator was built. Fabricated-steel construction has the
advantages of greater strength, lighter weight and gives the
engineer an opportunity to build-in higher efficiency and
I xtter functional design. To-day, practically all electrical
apparatus is fabricated by welding. Last year, for the first
time, steel spiral casings for large hydraulic turbines were
completely arc welded. A continuous improvement in weld-
ing electrodes and arc welding machines has been largely
responsible for the success of the process.
Portable anti-aircraft searchlights are being built by
Canadian electrical manufacturers.
Generators
Keeping pace with the
development of larger water
power sites, generators have
steadily increased in size.
The 75,000-kva. generators
currently being installed at
the Shipshaw station, repre-
sent the largest generators
in electrical output ever
built in Canada. The ver-
tical-shaft generator has
largely displaced the hori-
zontal type. The vertical-
type generator lends itself
admirably to large hydraulic
installations where the water
wheels can be readily in-
stalled at a level to give the
best economy and efficiency.
The development of a satis-
factory thrust bearing, which carries the total weight of
the rotating parts as well as the thrust of the water, has
been responsible for making large vertical waterwheel-
driven generator installations practical. The single thrust
bearing on each of the 75,000-kva. units mentioned above
carries a total load of 502 tons.
In 1940, the first station designed for generators with a
completely enclosed re-circulating cooling system was built.
This system keeps out dust, flies, and fuzz from trees and
thereby reduces maintenance costs. It also reduces the fire
hazard and provides greater security for continuous opera-
tion, as the units do not have to be shut down for periodic
cleaning.
Electric Steam Generators
Another unique piece of electrical apparatus — the electric
steam generator — was introduced to serve the pulp and
paper industry. These generators make process steam from
surplus or off-peak power.
Between 1920 and 1939, over 1,500,000 kw. in electric
steam generators were installed in Canada. In 1937, these
consumed over 25 per cent of the central stations output.
When the growth of war industries threatened a power
shortage, power was diverted from steam generators to
operate machines in war plants. To-day the power utilized
by electric steam generators is only six per cent of central
station output and is still decreasing.
Transformers
In no piece of electrical apparatus has the increased
knowledge of electrical phenomena, gained since the last
war, been more successfully applied than in the transformer.
Trouble-free transformers of greatly increased capacity have
been built for operation at voltages as high as 230,000 with
little or no increase in physical dimensions.
Since the year 1900, there has been a steady development
and improvement of silicon steel for transformer cores.
Step by step the quality of transformers has been improved
until hysteresis losses in transformers have been reduced
from 1% watts per lb. in 1903 to \i watt in 1943.
In the shielded-winding transformers, developed in 1920,
high concentrations of voltage stress inside the winding due
to lightning are prevented by the scientific use of electro-
static shields. Electrostatic shields external to the windings
and connected to the line terminals control the stress dis-
tribution.
In 1932, transformers using a new liquid cooling and
288
May, 1943 THE ENGINEERING JOURNAL
insulating material were introduced to Canada. This
material, in addition to the desirable characteristics of
mineral oil, has the property of being non-inflammable and
non-explosive. This liquid when used in transformers
eliminates the necessity of expensive fireproof vaults and
permits the economical installations of transformers indoors
close to the centres of load. When used in capacitors it
permits smaller, lighter weight, fireproof and more reliable
units.
SwiTCHGEAR
Since 1918, there has been a continuous improvement in
switchboards. Deadfront steel panels replaced marble, slate,
and more recently ebony asbestos. To-day, switchgear is
factory-assembled and is received on the site complete,
ready to connect to the main circuits. Metalclad switchgear,
the latest development, is not only factory assembled but
the complete metal enclosure adds to the safety, efficiency
and appearance of the equipment. Ingenious mechanisms
have been developed to permit the quick removal of a
circuit breaker for overhaul and the insertion of a "spare."
The increase in the size and power of modern systems has
thrown greater burdens on circuit breakers and has resulted
in the development of breakers with greater interrupting
capacity. The oil-blast principle of arc extinction has made
these higher ratings possible, without any appreciable
increase in physical size. In recent years there has been a
definite trend towards the use of air circuit breakers, and
for voltages of 550 and less they are now used almost
exclusively.
Lightning Arresters
Entirely superseding the exide film and similar types of
lightning arresters in vogue between 1918 and 1930 is the
new "Thyrite" type arrester. This arrester utilizes a
ceramic material which has the remarkable characteristic
of being substantially an insulator at the lower voltages and
becoming an excellent conductor at the higher voltages
encountered from surges and impulse conditions.
Power Factor Correction
For many years low power factor was more or less dis-
regarded, probably because of excess system capacity and
also because of the small amount of inductive equipment
in service. The greatly increased use in recent years of
inductive equipment — induction motors, transformers and
induction furnaces — coupled with heavy circuit loading,
called for the serious consideration of power factor correc-
tion. The magnetizing current of such inductive equipment
can readily be either partly or entirely neutralized by the
use of suitable corrective equipment — either capacitors, or
synchronous machines operating at a leading power factor.
Transportation Equipment
In 1938 a revolutionary advanced design of electric street
car was placed in operation in Canada. These new cars are
faster, quieter, and more comfortable than their pre-
decessors. In 1936, trolley coaches were placed in operation
in Montreal. These vehicles give the comfort and flexibility
of a modern bus, but because they take their power from
overhead power lines, have lower operating costs, are
quieter, and can maintain faster schedules. In the field of
industrial haulage many diesel-electric locomotives have
been placed in service during the past few years. These
locomotives are unusually economical to operate.
Motors
For years the motor was nothing more than a device for
supplying rotational power to the plant line shafting. The
chief consideration was that the motor be of sufficient
horsepower to turn the shafting or other driven member.
Speeds were only a matter of selecting pulleys of a size to
give the desired result. The electric motor of to-day is a
highly specialized tool, designed to meet the exacting
requirement of modern industry, in which motors with
special characteristics as to power requirement, torque,
speed and surrounding conditions are specified. In modern
plants the use of individual motors, mounted on the
machines they drive, has practically eliminated overhead
shafting and belts.
. The squirrel-cage induction motor, with its simplicity,
robustness, and versatility, is the type most frequently used
in industry to-day. The following three types are in general
use — (1) The normal torque for full voltage starting. (2) The
high torque, low starting current. (3) The high slip, high
torque motor.
The use of standard NEMA frame dimensions by all the
leading manufacturers brings to the user the advantages of
interchangeability in respect to mounting dimensions
between motors of the same ratings but of different makes.
Depending on the surrounding conditions, the following
types of induction motors are available. (1) Standard pro-
tected type. (2) Splash proof. (3) Totally enclosed fan-
cooled. (4) Totally enclosed. (5) Explosion proof.
The modern synchronous motor with its high efficiency
and high starting and pull-in torque is no longer regarded
as a special machine but is considered for many drives for
which induction motors may have been employed in the
past, especially where low speeds are involved or where
some degree of power factor improvement is desired.
Use of Motor Power
In 1917, each of the 606,523 employees in manufacturing
industries in Canada had at his disposal only 2.7 hp. For
each of the 658,114 employees in manufacturing industries
in 1939 there were available 6.2 hp. of electric motors and
1.5 hp. of other power producers. To-day, there are probably
6 million hp. in electric motors at work in Canadian plants
as contrasted with 1.3 million hp. in 1923.
Motor Control
Although a succession of improvements contributed to
safety, accessibility and longer life of control equipment
there are a few developments worthy of special mention.
For instance, temperature overload protection, in which a
temperature relay heater conforms to the heating character-
istics of the motor, permits the motor to stay on the line
until the danger point is approached. This eliminates many
unwarranted outages from service. The introduction of
improved automatic control has been in a large measure
responsible for bringing the synchronous motor out of the
special class and rendering it suitable for operation by
ordinary plant operators. The sequence control of machine
tool operations and industrial processes of all kinds can
be taken care of automatically by timing devices incor-
porating telechron motors or electronic tubes, which operate
in conjunction with other relays and suitable control equip-
ment.
Recent years have seen the electrical industry applying
old principles in new ways and developing entirely new,
highly specialized devices to aid other industries in the
solution of their production problems. Ward-Leonard con-
trol illustrates the former trend. This system, invented in
1891 by Mr. Ward Leonard, has been used for flexibility,
wide speed range and smooth acceleration on large drives,
but not until lately has it been used extensively in the
smaller sizes. Electrical manufacturers now supply the
motor-generator set, the D-C motor and the various control
equipment as a "packaged" unit in ratings up to 50 hp.
Electronic Equipment
Electronic equipment dates back to the last war when
radio was introduced. The radio tube is the best known
member of the electronic family. To-day, rapid strides are
being made with frequency modulation to replace amplitude
modulation used in the ordinary radio. The former elimin-
ates static and fading, two of the worst features of the latter
type. During the past few years intensive development has
taken place in television equipment, in which electronic
tubes play an important part.
In recent years, a galaxy of electronic tubes has been
developed, the best known of which is the photo-electric
THE ENGINEERING JOURNAL May, 1943
289
cell which has the unique characteristic of becoming a con-
ductor in the presence of light. This tube is used in motion
picture projectors, counting and sorting machines, door
openers, street lighting systems and in many other applica-
tions. Electronic tubes are used for such purposes as control
of theatre lighting. They also make possible the modern
seam-welding machines, widely used for fabricating airplane
parts and the bodies of military vehicles. Electronic tubes
permit large currents to flow for very short periods, such
as a fraction of a cycle, to give a succession of welds on
thin metals that resemble the stitching on a piece of cloth.
Electronic tubes are widely used as rectifiers — every radio
set uses one. This same principle is now widely used for
power rectifiers using steel tanks instead of glass tubes.
Canada's first power rectifier went into operation in 1927.
Since that time, hundreds of rectifiers have been installed,
principally in the aluminum industry where this apparatus
is employed to convert alternating to direct-current for the
aluminum pot-lines.
Lamps and Lighting Equipment
In 1918, the gas-filled incandescent lamp developed in
1913 was still the lamp in common use. It was not until
1926 that the now familiar inside frosted lamp with its
increased diffusion, glare reduction, and softening of shadow
effect came on the scene. Incandescent lamps have been
continually improved in light output and quality. This
combined with substantial price reductions gives the user
an average of well over four times as much light for his
lamp dollar, as he obtained a quarter of a century ago.
One of the more recent developments has been gaseous
discharge lamps. In 1933, a sodium lamp and a high
intensity mercury-vapour lamp were developed. These
sources produced light at the highest efficiencies ever
achieved, the sodium at sixty lumens per watt and the
mercury at forty lumens per watt. However, because of the
characteristic colour of the light emitted by these sources —
orange-yellow for the sodium and yellow-green for the
mercury — their use is limited to certain locations where the
colour of the light is not a factor but where high efficiency
is of definite value. A more recent development is the 1000
watt water-cooled mercury vapour lamp. This lamp is only
Z}/2 in. long and is used where an intense point of light is
required.
The most remarkable development since Edison's first
practical incandescent lamp is the fluorescent lamp intro-
duced in 1938. This lamp not only makes available a
relatively cool source of white light but also gives from two
to three times as much light as an incandescent lamp of the
same wattage. Highly efficient fluorescent lamps when
used in war factories contribute greatly to better lighting
and increased production.
During the past 25 years, many new uses for artificial
light have been developed. These include highway and air-
port lighting; sports and protective floodlighting, auto-
mobile headlights and traffic control as well as the improved
lighting of industrial, commercial, and home interiors. Com-
parative lamp sales best illustrate the growth of lighting
during the past 25 years. It is estimated that in 1918 only
8,000,000 lamps (6,400,000 large style and 1,600,000
miniature) were sold in Canada. It is estimated that last
year 68,500,000 lamps (39,000,000 large style and 29,500,000
miniature) were placed in service.
Lighting practice since 1918 has been the subject of
intensive research, both from the qualitative and qualitative
needs of our eyes. This research has demonstrated the
benefits of raising the level of illumination in our war
factories from approximately 10 foot-candles in 1918 to
from 50 to 200 foot-candles in 1943. The studies carried on
during the past 25 years by the lighting industry have con-
tributed greatly to the production records established by
industry.
X-Rays in Industry
Within the past few years, X-rays have invaded the
industrial field for the examination of large castings and
welds on boilers and pressure tanks, for possible flaws.
Detection of flaws with X-rays, during the early stages of
manufacture, saves considerable time and money. Modern
industrial X-ray equipment operates at one million volts.
Insulating Materials
Great strides have been made in the development of
better insulating materials. The introduction of a dense
plastic bonded material that can be formed into collars
and cylinders was a distinct advance. Practically all power
transformers now built in Canada utilize cylinders of this
type to separate the high and low voltage windings.
Improvements and new developments in electrical
insulations have resulted in such benefits as better space
factors, more dependable operation over longer periods and
under more adverse conditions of service. The most out-
standing improvements have been in insulating varnishes,
particularly in the field of synthetics, such as the alkyds
and the phenolics. Synthetics have also been successfully
applied to tubing and sheet insulating materials.
Wire insulation has been greatly improved. For instance,
tellurium compounded rubber introduced in 1932 gives to
trailing cable a jacket which it is almost impossible to
destroy by abrasion or rough usage. A new magnet wire
introduced to the Canadian market in 1940 insulated with
a synthetic resin of the vinyl acetate type is tougher and
more flexible than the conventional enamel coatings. This
wire is now used almost exclusively for winding motors,
small generators and coils. The restrictions on the use of
rubber as a result of the present war have greatly stimulated
the use of synthetic rubber coverings. For instance, one
typical insulation resembles rubber but has the added
desirable characteristics of being non-combustible and
resistant to moisture, acids, alkalies and oils. It is being
used for aircraft cables, tank wiring, field communication
cable, admiralty cable, machine tool wiring, switchboard
wiring and battery and coil leads.
Electric Heating Equipment
The first major application of electric heat in industry
was in 1917, when it was applied for heat-treating gun
barrels. Since then its use in industry has shown great
growth. To-day. electric heat is widely used in elevator-type
furnaces, conveyor belt furnaces, small box-type furnaces
for tool rooms, salt baths for treating aluminum, pot type
furnaces for cyanide or lead hardening; industrial ovens for
core baking, paint drying and dehydrating and in air
heaters, strip heaters, immersion heaters, cartridge type
heaters, soldering irons, melting pots and other small
devices. One of the most important developments was the
utilization of inert gas atmospheres in electric furnaces for
bright annealing and copper brazing. Another recent indus-
trial heating application is the infra-red oven in which heat
is produced by special incandescent lamps that emit a large
proportion of infra-red rays. Drying is done in these ovens
in from one-tenth to one-fifth of the time required by other
methods.
Domestic Appliancks
Prior to 1919, the use of electric appliances in the home
was meagre indeed. Light was almost the only domestic
use of electricity. There were several reasons for this;
(1) electric appliances were expensive and had not reached
a high state of development; (2) houses were, in the main.
not adequately wired for the extra loads; (3) the public
generally was not familiar with the economies, labour
saving, and conveniences that electric appliances for the
home could provide. A "standard wiring" evolved in 1922
did much to improve wiring systems. Electrical manufac-
turers have continuously improved their products and
developed new appliances for the home. The result was :i
tremendous growth in the use of appliances until their
manufacture was restricted by the war. It is interesting to
note that the annual domestic consumption of electricity
is steadily increasing and, in 1940, showed an increase of
[Continued on page 327)
290
May, 1913 THE ENGINEERING JOURNAL
PUBLIC WORKS
F. G. GOODSPEED, m.e.i.c.
Superintending Engineer, Department of Public Works of Canada, Ottawa
The past quarter of a century, commencing in the last
year of the First World War, and finishing in the fourth
year of the Second World War, has included a period of
great prosperity for Canada, and also a period of extreme
depression and unemployment. Each of these conditions,
war and peace, prosperity and depression, have had their
influence on the construction of public works.
In 1914-15, the expenditures of the Department of Public
Works had risen to approximately thirty million dollars per
year. By 1918, during the war, these expenditures had
dropped to approximately fourteen million dollars per year,
governmental expenditures being concentrated during that
time on the war effort. Between 1918 and 1929, ordinary
departmental expenditures did not exceed twenty million
dollars annually, although in the first three years after the
war considerable sums were expended from war appro-
priations for the construction of military hospitals, etc.,
making the total expenditure for each of those years from
twenty million to twenty-two million dollars.
In the years of depression and unemployment which
followed, expenditures increased to a maximum of approxi-
mately thirty-one million dollars in 1935-36 when a sum
of nearly eighteen million dollars was expended on special
works carried out under the Public Works Construction
Act for the relief of unemployment.
At the outbreak of war in 1939, all Public Works con-
tracts were cancelled, and since that time, the ordinary
work of the Department has been limited generally to the
maintenance of existing structures and buildings, no large
departmental works having been constructed. However,
very considerable work has been carried out by both the
Chief Architect's and Chief Engineer's Branches of the
Department in the construction of buildings and works for
the Department of National Defence and for the Depart-
ment of Munitions and Supply, which works were financed
from war appropriations. The actual construction work
carried out by the Department during these years, including
work done under war appropriation, has been practically
equal to that of the peace time era.
The construction and maintenance work of the Depart-
ment of Public Works has been carried out under the three
branches of the Department : the Chief Architect's Branch
supervising the construction and maintenance of public
buildings," the Chief Engineer's Branch in charge of the
construction and maintenance of engineering works such as
docks, wharves, breakwaters, bridges, the carrying out of
dredging, etc. ; and the Government Telegraphs Branch in
charge of the construction and maintenance of Government
telegraph and cable lines.
About 1880, the Dominion Government embarked on a
policy of providing telegraph service to outlying areas and
a considerable mileage of line was constructed in eastern
Canada and in the then Northwest Territories. In 1918,
the total mileage of wire amounted to 11,711 miles. This
has been reduced since that date to 11,513 miles, partly by
the sale and abandonment of lines in settled areas to private
telephone or telegraph companies. In 1928, 2,0923^ miles
of line were sold to the B. C. Telephone Company. During
the period since 1918, the service has continued to be used
extensively; lines exist in every province of Canada except
Manitoba, and in the Yukon Territory and Newfoundland.
In 1942, an income of $224,468.00 wa^ received from some
474,311 messages. The service has been of immense benefit
in outlying areas, particularly to the fur and mining indus-
tries, to fisheries, and in the enforcement of law and order.
The telegraph lines which followed the coast and the sub-
marine cables leading to adjacent islands, largely to serve
lighthouses in peace time, now form a vital network avail-
able for defence purposes. A limited telephone service is
also provided. Since 1930, this branch of the Department
has been under the direction of F. G. Sims, General Super-
intendent of Telegraphs.
Under the direction of C. D. Sutherland, Chief Architect,
practically all Dominion public buildings across Canada are
erected and maintained by the Architect's Branch. This
work is well known to the public. Post offices, customs and
federal buildings, armouries and military hospitals form
part of the list. While Ottawa is justly proud of the Con-
federation and Justice Buildings, and the National Research
Buildings on Sussex Street and the Montreal Road, the list
of notable buildings constructed within twenty-five years
by the Department, outside Ottawa, includes Postal Station
"A" in Toronto, the Post Office in Hamilton and the
Federal Building in Winnipeg.
To undertake to describe the major works carried out by
the Chief Engineer's Branch of the Department during the
past twenty-five years would be impossible in the limited
space available, but a few of these works may be mentioned.
Between 1918 and 1926, three graving docks capable of
accommodating the largest vessels afloat were completed
in Canada. The Champlain dry dock at L^vis, Quebec,
had been started in 1911 but the project was ultimately
completed in 1921. In 1920, the new Esquimalt graving
dock was commenced and carried through to completion
in 1926. Both of these works were constructed, and are
owned and operated, by the Department of Public Works.
In 1923, the Saint John graving dock, constructed on the
east coast of Saint John, New Brunswick, was completed
by the St. John Dry Dock and Shipbuilding Company
under the Dry Dock Subsidies Act. This provided Canada
with docks of approximately the same dimensions, with
lengths varying from 1 150 to 1 164 ft. 6 ins., widths varying
from 125 to 131 ft. and providing a depth of 40 ft. over the
entrance sill, located on each coast and on the St. Lawrence
river. At Esquimalt, one of the dry docks operated by the
Public Works Department, travelling cranes from five to
fifty tons capacity, and a one-hundred ton stationary der-
rick are provided by the Department to be used by con-
The Champlain dry dock at Levis, Que.
THE ENGINEERING JOURNAL May, 1943
291
. ■''. .... ,- ' '
The new graving dock at Esquimalt, B.C.
tractors on ship repairs, on a rental basis. At Champlain
dry dock these facilities must be provided by the con-
tractors.
On the Pacific Coast, extensive development and im-
provements have been carried out on the Fraser river,
which in peace time carries a very great volume of shipping.
By the construction of jetties, the protection of banks with
rock and extensive dredging, the flow of the river has been
concentrated in a fairly direct channel through the sand
bars existing between New Westminster and the Gulf of
Georgia. The depth of water available for vessels at low
water has been increased from sixteen feet in 1918 to twenty-
one feet in 1942. Assembly wharves for shipment of lumber
were constructed at Nanaimo and Port Alberni, and harbour
improvements carried out at Victoria. In the Prairie prov-
inces a large reinforced concrete seed-cleaning plant
designed by C. D. Howe and Company was erected at
Moose Jaw, and extensive dyking has been carried out on
the Assiniboine and Roseau rivers for protection against
flooding.
During the years of depression, considerable sums of
money were provided for the relief of unemployment, and
construction work not customarily undertaken by the Pub-
lic Works Department was carried out. While the Dominion
of Canada, through the Department, assists in the con-
struction of international and interprovincial bridges, it is
not customary to construct highway bridges, which come
within the jurisdiction of provincial governments. However,
in 1932-37, highway bridges were constructed over the Red
river at Selkirk, Manitoba, over the South Saskatchewan
river at Outlook and over the North Saskatchewan river
at Borden, Saskatchewan. These bridges, when completed,
were turned over to the provincial governments for main-
tenance and operation. International bridges were con-
structed at Edmundston and Clair over the St. John river
and at Vanceboro over the St. Croix river in New Brunswick
in conjunction with the United States Government. An
interprovincial bridge was constructed over the Ottawa
river at Hawkesbury. Extensive bank protection and drain-
age work was also carried out from special funds provided
for the relief of unemployment.
In the province of Ontario the construction of rock
mound breakwaters and extensive dredging at Port Arthur
and Fort William, the construction of a terminal elevator
at Prescott, harbour improvements at Toronto, and the
construction of Burlington bridge, were major works carried
out. Harbour developments which should also be mentioned
in the province of Ontario are those at Midland, Colling-
wood, Goderich, Windsor, Leamington, Port Stanley and
Hamilton.
In Quebec, the construction of Fryer's Island dam in
connection with improvements on the Richelieu river, the
construction of Queen's wharf at Quebec, and harbour
developments at Sorel, Matane and Rimouski, together with
the construction of piers at Havre St. Pierre and Baie
Comeau, may be mentioned.
In the maritime provinces, terminals have been built for
the Wood Islands-Caribou ferry between Prince Edward
Island and Nova Scotia, and harbour developments at
Pictou and Brooklyn. Much of the development of Cour-
tenay bay and St. John harbour was also carried out by
this Department before being taken over by the National
Harbours Board.
Changes have occurred during the last quarter of a
century in the kinds of material used in the construction
of wharves, breakwaters, etc. While timber, rock and con-
crete are used most extensively, the treatment of timber
with creosote as protection against sea-borers — the teredo
and the limnoria — has come into very wide use, as well as
the treatment of superstructures for preservation against
decay. Previous to 1920, little treated material had been
used, although some treated southern pine had been im-
ported from the United States. At that time, the Canada
Creosoting Company had plants at Trenton, at Transcona
in Manitoba, and had just completed one at North Van-
couver. In the early twenties, however, a number of plants
for the creosoting of timber were constructed across Canada,
and the use of creosoted B. C. fir, pine and hardwood has
continually increased until, at the present time, creosoted
material is used in practically all timber structures built
along the coast. Creosoting timber for protection from sea
worms is invaluable, and the treatment of timber super-
structures, where used, against decay is becoming more and
more common.
About 1930, the use of steel sheet piling for wharf con-
struction was introduced in Canada through an agency of
the British Steel Piling Company, Limited, of England,
and a number of structures were built of Larssen piling.
In 1934, the Algoma Steel Company commenced the manu-
facture of steel sheet piling and subsequently numerous
wharves were constructed of this material, particularly on
the east coast and the Great Lakes. On the west coast,
where large sizes of timber and long lengths of piling have
been plentiful, pile wharves have been adhered to almost
entirely. Due to the prevalence of teredo, creosoting of
piles is very necessary on this coast. Practically no cribwork
or steel sheet pile work has been used in British Columbia.
Since the outbreak of war in 1939, little steel sheet piling
has been available for use in Canada, due the the require-
ments for steel in war industries. Lack of steel has also
reduced the quantity of reinforced concrete used.
In 1918, the Department owned and operated a very
considerable dredging fleet employed on both the Atlantic
and Pacific coasts, the Great Lakes and in the interior
waters of the Prairie provinces and British Columbia. Sub-
sequent to 1918 a great portion of this fleet was disposed of
and more dredging has been carried out by private contract.
A part of the fleet of dredges is still maintained and operated
by the Department, affording valuable information as to the
actual cost of dredging, which serves as a check on contract
rates.
Supervision of the construction of private structures,
insofar as they may interfere with navigation, is controlled
by the Department through the operation of the Navigable
Waters Protection Act, which requires the approval of the
Governor General in Council for any structures built in or
on a navigable waterway. On the submission of the plan
(Continued on page 327)
292
May, 1943 THE ENGINEERING JOURNAL
ENGINEERS IN THE CONSTRUCTION INDUSTRY
J. B. STIRLING, m.e.i.c.
Vice-President, E. G. M. Cape and Company, Contractors, Montreal,
President, Canadian Construction Association
It will be remembered
that, before the last war,
most of the engineers en-
gaged in or by the construc-
tion industry were then em-
ployed as field engineers or
instrument men. Even these
were few in number. The
professional engineers,
architects, engineers of pub-
lic works, railway district or
resident engineers, besides
making the designs, did prac-
tically all their own layout
work, and only rarely did
the construction forces carry
engineers on their staffs.
At that time, university
courses in engineering had
not long been established,
and the numbers of engi-
neering graduates in the
country were small, but
nevertheless, despite the
fact that a considerable
amount of engineering con-
struction had been carried
out in recent years, the
engineer had not yet demon-
strated to the construction industry that there was a wide
field of usefulness for him in the construction organization.
Moreover, the engineer or architect, whether employed by
the government or by a private client, had not made the
demands upon the construction industry that are now made
in relation to the industry's responsibility for quality,
correctness and records of work — demands which, to be
met, required the employment of engineers.
During those pre-war years there was, however, an inter-
esting development. A few engineers who had been em-
ployed on construction — chiefly on supervision — decided to
enter the construction field themselves. Some of these men,
possessing the proper balance between technical skill and
the commercial instinct, and being endowed with the neces-
sarjr resourcefulness, integrity, optimism and perseverance,
combined with robust health, made an unqualified success
of their ventures. They earned the respect and confidence
of their fellow-engineers who were engaged in strictly pro-
fessional work, and had to supervise the execution of their
contracts. Others, unfortunately in the majority, found the
going not to their liking, and returned to activities to which
their talents were better adapted.
Thus it is seen that in the first decade of this century
the engineer's place in the construction industry was a
comparatively unimportant one. To-day it can be said that
the industry is dominated by engineers — that is, the engi-
neer, with few exceptions again, is actually the owner or
operating head of the majority of construction companies
carrying out the important projects throughout the country.
In the membership lists of The Engineering Institute of
Canada and of the Canadian Construction Association there
are many names common to both ; their number is increasing-
yearly. Such membership in The Engineering Institute is,
moreover, not confined to the principals of such construction
companies, but is held also by other categories of contrac-
tors' personnel, such as superintendents, field engineers and
draughtsmen. In some of the larger companies, encourage-
ment has been given — and will be given more freely in the
Grain storage elevators and flour mill on the Welland Canal,
near Port Colborne, Ont.
amount of work offered,
increase in the number of
individuals engaged in the
future — to the employment
of younger engineers as
foremen, timekeepers or
material checkers, for the
mutual advantage of both
the company and the man
concerned. There are to-day
some very excellent super-
intendents who as young
engineers were far sighted
enough to forget, tempor-
arily at least, the "profes-
sional" attitude, and give
a few years to learning the
construction business at
first hand.
This successful invasion
of the construction industry
by engineers has followed
the considerable changes
which have occurred not
only in that industry, but
also in industry at large.
Some of the changes in the
construction industry may
be mentioned here:
1. Construction has be-
come much more competi-
tive. In proportion to the
there has been a notable
construction companies and
business. This severe com-
petition has resulted in very low profits, and there is, with-
out question, a greater "casualty list" in that business than
in most others. To survive, the contractor must bring to
his tendering and operation of work the best skill and
judgment that he can obtain.
2. New construction methods demand, for their proper
execution, personnel which understands the reason for and
the importance of doing work in the manner planned and
specified.
3. Engineers in charge of the design and supervision of
projects have a somewhat changed attitude towards the
execution of the work. To-day it is fairly common practice,
for example, to give a contractor a bench mark and a base
line, after which, in many cases, the balance of the engi-
neering work on the project is the contractor's job, if not
responsibility. This work is of course subject to the super-
vising engineer's checking, which, if the contractor has the
engineer's confidence, is not very elaborate. This procedure
extends to other features in the work, so that in the main
the resident engineer's duties, apart from his usual duties
as supervisor, have become largely a matter of checking
the figures of the contractor's engineer as far as actual
"instrument work" is concerned. In general, this manner of
carrying out work is working out well, and while it means
at times a sizeable engineering staff in the contractor's organ-
ization, the results in the end appear to be satisfactory to
both the supervising engineers and to the contractors.
4. Construction on many projects has, for reasons best
known to owners, been commenced prior to the completion
of plans and specifications. Thus, it frequently becomes
necessary for owners and their supervising engineers to
discuss details of the proposed work with the contractors
■ — details of methods, sequences, schedules, etc. Sometimes,
alternative methods must be planned and the benefit of the
(Continued on page 327)
THE ENGINEERING JOURNAL May, 1943
293
LUMBER INDUSTRY
W. J. LbCLAIH, m.e.i.c, m.c.s.f.e.
Secretary-manager, Canadian Lumbermen's Association, Ottawa.
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1915 1916 1917 1918 1919 1920 1921 1922 1923 1924 K7JS 1926 1927 1928 1920 1930 1»3I 1932 1933 MM 1935 1936 1937 1938 1939 1940 194'
Fig. 1 — Trends in the lumber industry during the past
quarter century.
The Canadian lumber industry welcomes this opportunity
of assisting in the marking of a very important anniversary
to the engineering profession in Canada. It is peculiarly
fitting that lumbering should do so because, traditionally,
engineering and lumbering have had much in common and,
economically, they are mutually dependent. Wood probably
was the first material of construction. References are made
in Babylonian lore to its use over 4,000 years ago, and we
are all familiar with the Scriptural record of its prominence
in the construction of Solomon's temple. Among the
respected "Fathers of Engineering," none hold more emi-
nent place than the millwrights Rennie and Telford. In
Canada, from earliest times the lumber industry has availed
itself of the services of the surveyor and engineer and, in
turn, engineering has accepted many thousands of miles of
highway locations originally chosen by lumbermen as forest
trails and logging roads. The earnings of early Canadian
lumbermen provided the capital nucleus for a great part
of our railway construction, our hydro-electric development
and our more recent pulp and paper and plywood manu-
facture. With the imminent development of the field of
plastics, lumbering already is being most prominently iden-
tified.
Engineering in Lumbering
From the engineering interest point of view, the past
twenty-five years have shown a steady development in
mechanization in lumbering. From very necessity, brought
about by the large size of trees in British Columbia, a high
degree of mechanization was early introduced on the West
Coast. In the East, however, the traditional methods of
logging were continued until about coincident with the
general financial collapse of 1929. In the year 1928, the
author strongly urged in an address in Montreal the building
of truck roads in logging operations and the greater use of
the truck. Such ideas, even at that time, were decidedly
novel. Now good truck roads are the order of the day and
the use of trucks is considered indispensable in logging
operations if one is to judge from demands for priorities
for automotive equipment and tires.
The construction of conservation dams on many of our
large rivers and the resultant development of comparatively
large artificial lakes introduced new problems in the trans-
portation of logs. Diesel-powered towing equipment has
obtained fairly general use. The old steam-powered paddle-
wheel alligator or winch-boat is still in evidence in some
places, but it has been largely replaced by designs equipped
with screw propeller, and specially designed Diesel tugs are
in general evidence. Log chutes through power dams and
fish ladders on log-driving dams are further recent develop-
ments. The floating of square timber in cribs and rafts was
practically discontinued before the advent of the quarter
century with which we are dealing and it is now only a
matter of fond memory. The British Admiralty, with char-
acteristic immutability, still places an occasional order for
"Waney Pine," but delivery to shipside is now made by rail.
Wartime Lumber Demands
It can be stated quite conservatively that the Canadian
lumber industry has been a very material factor in the
survival of democracy in the present titanic struggle with
the Axis powers. Britain was always a large wood-consum-
ing country. She produced comparatively little lumber her-
self and depended on imports as indicated in Table I.
TABLE I
Timber Imports into United Kingdom
1934 1938
Product
Softwoods — Saw ii ' ,
Not Further Prepared 70
Planed 14
Box Boards 3
Source ' ,
Europe 66
Canada 15..")
U.S. A 1.5
Others 4.0
Hardwoods— Sawn
Not Further Prepared
Mahogany, Walnut,
Oak and. Teak 3
Others 5
Planed 2
\ 10'
U.S.A
Canada
Other British .
Poland and
Jugoslavia .
.Japan
( >t hers
4.6
1.5
1.0
1.3
4
12
Pit Props 2 1
Other Timber 1 {
100
100
Europe was the principal source of her supply, with
Canada and the United States materially contributing. The
outbreak of war cut off supplies from Europe completely
and the enforcement of U.S.A. neutrality legislation pre-
vented the entry of U.S.A. shipping into the war zone. In
consequence, Canada became immediately Britain's prin-
cipal source of timber. Coincidentally, Canada's own
tremendous development of a war industry and her assump-
tion of responsibility for the training of Empire airmen, in
addition to provision for the immediate establishment of
large Canadian naval, army and air forces, made quite
unprecedented demands upon her lumber supplies.
A veritable miracle of assembly and delivery of lumber
was achieved in Canada during the first two years of war.
The succeeding production effort was only slightly less
miraculous when one considers the handicaps of depleted
manpower, the anaesthetizing effects of price fixing and
excess profits confiscation by Government. The lumber
trade had been particularly hard hit by the depression
which preceded the war, and the fixing of a standard profit
on the basis of a four-year depression period worked real
294
May, 1943 THE ENGINEERING JOURNAL
hardship and may work ultimate injustice. The competition
of Government contractors and munitions industries for
labour has resulted in greatly advanced wage scales to the
accompaniment of decreased individual worker efficiency
due to the replacement of young, physically fit and experi-
enced men with older and inexperienced men and women.
Actually, the trade attained an all-time high last year in the
matter of production despite handicaps.
Engineers generally are thoroughly familiar with the
great quantities of lumber which have gone into construc-
tion. They may not be as acquainted with the importance
of lumber in equally essential fields. Of most spectacular
interest is the tendency to an ever increased production of
wooden aeroplanes. The record breaking Mosquito bomber
is an all-wood plane and the new Anson construction pro-
gramme is predicated on practically all-wood construction.
As a result of this development in aerial warfare, three
Canadian lumber species have attained pre-eminence.
Yellow birch veneer and straight-grained lumber have
become items of supreme importance and, to ensure their
supply, a Crown company known as Veneer Log Supply
Limited under the presidency of S. J. Staniforth has been
set up with headquarters in Montreal. A similar Govern-
ment agency known as Aero Timber Products Limited has
been set up to handle the production and collection of Sitka
spruce. A third development is still in comparative infancy
— red pine lumber and veneer is about to replace an im-
ported species.
The construction of wooden ships is attaining ever
greater prominence with the famous Fairmile and the
motor torpedo boat (M.T.B.) claiming most publicity.
The outbreak of war saw a share of army motor transport
bodies made of wood and later there was a deflection to
•steel. Now all such bodies in Canadian and U.S.A. pro-
duction are made of wood and, to meet the abnormal
requirements, greatly altered specifications have been
adopted by the authorities.
Economic Trends
A study of the curves in Fig. 1 tells the story of lumber
production in Canada during the past quarter century. It is
interesting to note that there was a much smaller extra
Fig. 2
demand for lumber in World War I than in World War II.
Equally interesting is the fact that lumber values did not
start to climb until the first war was almost over and
reached final dizzy heights only a year after it was over.
Economists will no doubt draw comfort from the fact that
these statistics prove conclusively that inflation has been
prevented insofar as the lumber trade is concerned.
A point of peculiar interest is recovery of the four eastern
Canadian provinces in the production field. The public
generally believed the fallacy that lumbering in eastern
Canada was passé. Actually, last year the four eastern
provinces produced more than the whole of Canada did
during the depression years. This is a fact which ought to
be borne in mind by engineers because it is indicative of
what must be in future if this basic industry is to survive.
At about the beginning of the period under review, British
Columbia started dominating the production picture by
reason of her virgin forests of large trees. Doubt naturally
developed in the minds of many if lumber produced from
the smaller trees and more scattered stands of eastern
Canada could compete. Through varying vicissitudes it has
been proved that it could, and now with the abnormal drain
on British Columbia resources, the supply of extremely
large timber is definitely fast declining. With possibly a
300-year growth cycle for British Columbia to contend with
against possibly a 75-year cycle in eastern Canada, it is
reasonable to suppose that the present generation will see
a return of eastern Canada to a position of dominance.
The future of Canadian lumber will largely rest with the
smaller tree species of the East, and engineers and architects
will have to adjust design to utilize smaller sizes of lumber.
This has been practised for years in Europe and is steadily
gaining acceptance in both eastern Canada and the United
States.
Lumber Industry Future
The industry has learned by sad experience the impossi-
bility of maintaining any degree of stability without
organization. The literally thousands of producing units
with their unbridled competition in periods of financial
panic is principally responsible for the phenomenal decline
during the depression years 1930-37. In 1937, a serious
attempt was initiated by the white pine trade to correct
this condition and other groups have subsequently joined
in the effort. Through the medium of the Canadian Lumber-
men's Association with its component bureaux dealing with
particular problems, the trade is able to look forward to the
future with much better heart. An important factor in this
movement is the publication of the journal Timber of Canada
with its weekly supplement Timber News. It is through its
experience in this publishing effort that it can fully appraise
the association value of other journals and in particular the
Journal of The Engineering Institute of Canada which with
this issue celebrates its 25th anniversary. There has been
no medium yet devised which can replace the press in the
matter of education of the public or broadcasting of ideas
with contingent broadening of view and improvement in
performance.
From the point of physical adequacy of timber supplies,
Canada can take equal comfort. The world supplies of
timber are undoubtedly shrinking fast, but Canada needs
only the will to provide a perpetual yield. It is to be hoped
that the influence of engineers will be found on the side of
a sane consideration of this factor in any scheme of post-
war rehabilitation. Figure 2 is drawn from data available
in the last normal year of operation. It will be seen that
natural reproduction alone more than compensates for
present depletion if the accidental loss from fire, insects,
and disease can be eliminated.
THE ENGINEERING JOURNAL May, 1943
295
HIGHWAYS
ERNEST GOHIER, m.e.i.c.
Chief Engineer, Department of Roads of (he Province of Quebec
Pavement laid in 1941 on Highway No. 11 near Sain te- Agathe.
The development and improvement of highways in the
different provinces of Canada has not been so spectacular
as in some of the states south of us, although steady progress
has been made in the right direction.
Extensive programmes of works were planned by all
provinces in 1939, but when the war came in early Sep-
tember activities had to be curtailed. Since then it has only
been possible to complete a few sections of the highways
most urgently needed to help the war effort of our country.
Our programme for the post-war period is being based
on a master plan covering: 1. International highways;
2. Interprovincial highways; 3. Regional highways; 4. Local
highways. In each of these cases our studies take account of
relative density of traffic, construction standards suited to
present day needs, and suitable provisions for future re-
quirements.
In 1910, there were only 69,500 automobiles in Canada,
and the majority of residents of cities, towns and villages
were still using horse-drawn vehicles for transportation
purposes. The average rate of travel on highways was
therefore about five miles an hour, and, in general, the
distances travelled were short. In large cities, nearly every-
one used the street cars. In the country, there were few
facilities for travelling long distances by road.
In 1915, there were 90,000 automobiles in the country,
but horse-drawn vehicles were still the means of transport
used by the majority of our people.
Dirt roads, opened long ago, were being improved, but
mainly to facilitate the movement of horse-drawn vehicles.
The best surfaces on rural roads were of waterbound maca-
dam. They had a very high crown and the width varied
from 12 to 16 ft.
In laying out these roads, topographical obstacles had
been by-passed in order to reduce grades and thus allow
horses to haul heavier loads. This accounts for the great
number of winding roads with sharp curves and very little
visibility that we have inherited.
Nobody foresaw the rapid development of means of trans-
port by highways which took place at the time of the war
of 1914-1918.
In the space of five years, between 1915 and 1920, the
progress in road transport was far greater than that of the
previous 25 years. As a means of locomotion, the horse-
drawn vehicle was largely discarded, so that in 1920, there
were 408,000 motor vehicles registered "in Canada, moving
at an average speed of 25 miles an hour.
296
Five years later, in 1925, there were 728,000 vehicles with
an average speed of 35 miles an hour; and, in 1939, we had
1,235,000 cars moving at speeds of from 30 to 80 miles an
hour.
Thus the increase in the number and the speed of motor
vehicles was so rapid that it has been quite impossible to
transform our network of roads so as to keep pace with the
ever increasing requirements of motor traffic.
As soon as a main road was improved, the increase in the
density of traffic, the sizes of the motor vehicles and faster
speeds that followed, caused the road to become almost
obsolete in a year or two. The transportation of merchandise
by motor trucks and of individuals by autobus, and the
growth of night traffic, have helped in this rapid obsoles-
cence.
Under these circumstances, in Canada as elsewhere, most
improved roads now have to be rebuilt according to stand-
ards suited to modern transport. We have no real guarantee
that the main highways, which we are building to-day, will
not be obsolete in ten or fifteen years.
To-day, the situation is that thousands of motor vehicles
are moving day and night — twelve months of the year —
at high speeds, on roads which cannot be used without
danger of accident because of bad alignment, poor visibility,
or some other failure to meet present day requirements.
Then there is the personal hazard. Thousands of people
are driving motor vehicles without the experience needed
to do so safely; thousands of others lack the physical and
mental requirements needed to drive such vehicles at high
speeds alongside a multitude of other vehicles, pedestrians
and cyclists; and other thousands are not imbued with the
spirit of discipline and caution required for their own and
other people's safety.
Having studied the intensities of traffic on our highways
before the present war, we must now prepare for their
growth in the future. Increases in population, in the number
of tourists visiting our country and in the number of vehicles
owned by the Canadian people, must be considered, as well
as the fact that a road, once improved, attracts to itself a
new volume of traffic.
Once we have established, as best we can, the intensity
of traffic for which a given highway should be designed,
the next step is to determine what type of road is best
suited in that case, consideration being given to the funds
at our disposal.
It is evident that no fixed rules can be set for these
decisions, but we must be guided by research and by ex-
perience in the field. Let us examine rapidly the different
types of roads which are available:
1. The two-lane pavement;
2. The three-lane pavement ;
3. The four-lane undivided pavement;
4. The four-lane divided highway, or dual highway.
The Two-Lane Highway
As we all know, the two-lane highway is the type with a
pavement, whether concrete or bituminous, 20 to 24 ft. in
width, having shoulders from 6 to 10 ft. wide, built of
ordinary earth, gravel, crushed stone, or of what is called
stabilized material. This type is the most extensively used
throughout the world and, at the same time, the most
criticized. Why ? Because the layman does a lot of loose
thinking about its traffic capacity.
The average motorist is inclined to be unduly influenced
by conditions met at times of abnormal traffic. He will
make a trip on a fine summer day, on Dominion Day or
Labour Day, when almost everyone is on the road. He may
find evident congestion on the particular road he has chosen
to travel ; then he decides at once that the road is too nar-
May, 1943 THE ENGINEERING JOURNAL
row; probably, he will assume that the widening is urgent;
if he should meet an officer or an engineer of the Depart-
ment, he will ask him when will this road be widened ?
And in ninety-five per cent of these cases the only honest
answer should be "never," in our time at least. And, this
answer would not be as inconsiderate as it may appear,
because traffic congestion of only short duration does not
justify the heavy expenditure of widening the pavement
by the addition of new lanes of travel. In fact, congestion
must occur frequently, for periods of reasonable duration,
to justify increasing the pavement capacity.
The best gauge we have of the necessity for widening
is the year-round average for daily traffic. It has been found
that the normal traffic density variations will tend to follow
definite patterns for certain months of the year, days of
the week and hours of the day.
By applying the known factors to the daily average for
traffic, it is possible to estimate with reasonable accuracy
the periods when congestion will occur. From data obtained
from various sources, we consider that the average daily
traffic must exceed 3,500 cars, fifteen to twenty per cent
of which are trucks, before more than two lanes are really
needed. But some allowance must be made, when the width
between fences is only 60 ft. or less, with dwellings, garages,
etc., very close to the right of way; when shoulders are
narrow, thus forcing vehicles to park near or over the pave-
ment edge; when there are many level crossings, when tele-
phone posts and trees are close to the pavement; when the
travelling surface reflects light instead of diffusing it; when
the pavement is rather slippery and when pedestrians must
walk along the pavement on account of the lack of side-
walks. Under such conditions, the above mentioned safe
capacity is lower than 3,000 vehicles per day.
The U.S. Bureau of Public Roads estimate that a properly
designed two-lane highway has a capacity of 3,000 to 3,500
cars daily, without apparent congestion. But, as already
said, the percentage of truck traffic will greatly influence
that capacity. The higher the percentage of trucks, the
lower the safe capacity of the road, because of the difficulties
of overtaking vehicles of such large dimensions.
With such a basis for determining the standards to be
adopted and used, then what percentage of our roads will
need widening from two lanes to three or four lanes ? The
author's opinion is that not more than five per cent of our
highways will need more than two lanes for many years
to come.
The Three-Lane Road
The safe capacity of a three-lane highway is generally
estimated to vary between about 6,000 and 10,000 vehicles
per day. This type of road which ordinarily consists of
three 11-ft. lanes of concrete or asphalt, and, in some cases,
of both, is not unanimously recommended or approved. In
certain parts of Canada, a three-lane pavement is preferred
to an undivided four-lane roadway. In the Middle-West of
the United States, there is a tendency to avoid such type
of construction, but, in the eastern states, many lines of
such road have now been built and after a careful study
of accident records on them, it has been shown that the
rate of accidents is lower on a three-lane than on a four-
lane undivided pavement, if it is built according to stand-
ards suitable to this type of road. It requires better curves
and visibility than does a two-lane pavement.
There is a definite place for the three-lane highway, be-
cause if we were to ban this particular type of road, the
result would be that many miles of two-lane highways, now
overcrowded, would never get any relief, because of the
much higher cost of four-lane pavements. While a three-lane
pavement is acceptable, it should be decided upon only
after a very serious study of each individual case, to make
sure that on a given road this type will be suitable to
traffic requirements.
For this type of road, the author would favour a different
colour for the centre passing lane. If the two side lanes are
of concrete, the centre lane should be either asphalt or black
concrete, or vice-versa, so that each lane may be well de-
limited and that vehicles may be induced to travel on the
outside lanes, except when overtaking other vehicles.
On certain roads, where the need for a four-lane pavement
is not urgent at the moment, but may arise in a not too
distant future, the speaker would recommend an asphalt
centre passing lane, which could be removed later on, and
used as a medium strip, and the road converted into a dual
four-lane highway by the addition of two concrete lanes.
Four-Lane Undivided Pavement
The capacity of a four-lane undivided pavement is about
10,000 to 20,000 vehicles per day. A few years ago, in an
address delivered before the American Association of State
Highway Officials, the speaker stated that he would have
liked to see a four-lane divided highway endorsed by all,
and that any highway engineer should be ashamed to build
a four-lane undivided highway.
I do not agree with the above mentioned statement be-
cause I still believe that there is room for the four-lane un-
divided highway.
Undoubtedly, from the standpoint of safety, the divided
highway is superior, and this fact alone is enough to justify
the extra cost per mile, but in certain built-up areas the
solid four-lane highway is necessary because of the almost
prohibitive cost of acquiring bordering properties.
Finally, there is another factor favouring the four-lane
undivided pavement. This is its flexibility which is of great
advantage where large volumes of traffic move in one direc-
tion only at certain hours of the day, towards business and
office districts in the morning, and in the opposite direction
in the late afternoon. At such times, three of the four lanes,
on one side, can be used for the traffic in one direction, the
procedure being reversed when the heavy traffic moves in
the other direction.
Four-Lane Divided Highway
The four-lane divided or dual highway has the great
advantage of separating opposite flows of traffic, prevents
the glare of head-lights of cars coming in the opposite
direction, and allows a refuge in the centre at intersections.
These things make it much safer, but not necessarily of
greater capacity, than the four-lane undivided road. The
capacity of such a road is from 15,000 to 25,000 vehicles
per day, but, if side accesses are limited and separation of
grades provided at important intersections, its capacity will
be greatly increased.
Standards of Construction
The standard to be adopted for each of these kinds of
main highway is based on the actual density of traffic, plus
an allowance for a certain percentage of reasonable increase
during the next twenty to twenty-five years. Allowance will
also be made for increases in average speed of traffic, weight
of vehicles, and in night driving, which necessitate better
alignments, grades and visibility.
Furthermore, the maximum degree of curvature should
be four degrees. Any increase in speeds allowed should cause
us to follow the example of railways in their layout, in
adopting the system of easement curves or spirals which
is so largely used in the United States. Also, on account of
increases in speeds and volume of traffic, we shall provide
these main highways with visibility of not less than 1,000
to 1,200 ft.
Intersections
The most important intersections should be taken care
of by means of well designed clover leaves, or by traffic
circles of a diameter not less than 500 ft. with appropriate
curves and spirals.
Rights of Way
As far as rights of way are concerned, it may be noted
that, in 1920, Quebec was the only province which had the
old French standard width of 36 French ft. (equal in British
measure to 38 ft. 4}/£ in.) for its rights of way.
(Continued on page 327)
THE ENGINEERING JOURNAL May, 1943
297
IN RETROSPECT
THE ENGINEERING JOURNAL
This number of the Journal marks a special milestone.
Twenty-five years of service to the members and to the
profession is quite an accomplishment, but it can be con-
sidered as just a prelude to the experiences which are ahead.
The Journal must continue its policy of progress, using
each year's attainment as stepping stones to new levels. In
an enterprise of this kind there can be no standing still.
The constant endeavour must be to give more and better
leadership, encouragement and support to those things
which are worth while.
By way of reviewing history, and paying tribute to those
stalwarts who did so much, and in many cases are still
doing so much for the Institute, some reference is being
made by word and picture to events of 1918. The following
extracts from volume number one should prove interesting
to to-day's readers, particularly to those who knew the
Institute twenty-five years ago.
It is impossible to recall everything that occurred at that
time without reprinting the whole volume. It is hoped that
the following references will bring pleasant pictures of the
past to many. To those less fortunate persons who were
not privileged to know the Institute at that time it is the
earnest wish of the editor that these quotations, at least to
some extent may make up for the lack.
THE FIRST VOLUME AND ITS SPONSORS
A glance at the Journal's first volume (for 1918) shows
that the Institute's new venture got away to a good start.
The contents are so varied that it has been difficult to
choose extracts which give a fair idea of its character. An
attempt has been made, however, and in the following pages
we present a few of selected items, with brief explanatory
notes attached. Lack of space has prevented the inclusion
of many others, which, like those which are given, would
be likely to remind many older members of the work
accomplished so successfully twenty-five years ago by men
whom they knew and esteemed. Some of these are named
in the following list of members of Council and Branch
officers for 1918:
COUNCIL
President
II. H. Vaughan, Montreal
Branch Officers
Y ice- Presidents
T. H. White, Vancouver
H. E. T. Haultain, Toronto
J. M. R. Fairbairn, Montreal
R. F. Haywakd. Vancouver
F. C. Gamble,
Past Presidents
Victoria G. H. DtJGGAN, Montreal
J. S. Dennis, Montreal
Councillors
J. R. W. Ambrose, Toronto
N. E. Brooks, Sherbrooke
Ernest Brown, Montreal
A. R. Decary, Quebec
H. Don kin, Halifax
A. E. Doucet, Quebec
L. B. Elliot, Edmonton
Walter J. Francis, Montreal
Peter Gillespie, Toronto
.1. H. Kennedy, Vancouver
E. D. Lafleuk, Ottawa
D. O. Lewis, Victoria
H. Longlgy, Woodman's Pt., N.B.
G. D. MaWie, Moose Jaw, Sask.
M. H. M.\:Leod, Winnipeg
Treasurer
Ernest IMarcf.au, Montreal
X.S.
E. G. Matheson, Vancouvei
G. A. McCarthy, Toronto
D. H. McDougall, Sydney
John Murphy, Ottawa
Wm. Pearce, Calgary
F. H. Peters, Calgary
J. M. Robertson, Montreal
D. A. Ross, Winnipeg
R. A. Ross, Montreal
H. R. Saffokd, Montreal
Julian C. Smith, Montreal
J. G. Sullivan, Winnipeg
Arthur Surveyfr, Montreal
L. A. Thornton, Regina
James White, Ottawa
Secretar//
Fraser S. Keith, Montreal
CALGARY
William Pearce, Chairman
C. M. Arnold, Sec.-Treas.
EDMONTON
L. B. Elliot, Chairman
A. W. Haddow, Sec.-Treas.
KINGSTON
Activities discontinued until
the close of the war
MANITOBA
W. Arch'p Duff, Chairman
G. L. Guy, Sec.-Treas.
MONTREAL
Walter J. Francis, Chairman
Frederick B. Brown,
Sec.-Treas.
OTTAWA
G. Gordon Gale, Chairman
J. B. Challies, Sec.-Treas.
QUEBEC
A. E. Doucet, Chairman
W. Lefebvre, Sec.-Treas.
SASKATCHEWAN
G. D. Mackie, Chairman
J. N. deStein, Sec.-Treas.
TORONTO
Peter Gillespie, Chairman
Geo. Hogarth, Sec.-Treas.
VANCOUVER
E. G. Matheson, Chairman
A. G. Dalzell, Sec.-Treas.
C. Brackenridge,
Acting Sec.-Treas.
VICTORIA
R. W. MacIntyre, Chairman
E. G. Marriott, Secretary
E. Davis, Treasurer
THE NEW DEVELOPMENT
President Yaughan's message, printed on page one of the
first number of the Journal said in part:
"Our new development may be ambitious but it con-
tains great possibilities. In spite of the terrible times
through which we are passing, the results, so far, arc
most encouraging. Our membership applications are not
only increasing in numbers but include many eminent
engineers who had not previously joined our Society.
"Our first professional meeting was most successful,
thanks to the ability and hard work of the officers of the
Toronto and Ottawa branches. This Journal is the com-
mencement of another effort to carry out our programme
and let us all wish it success and endeavour to promote
its success by every means in our power."
THE FIRST GENERAL PROFESSIONAL MEETING
This meeting was held in Toronto, on March 20th and
27th, 1918. It was devoted to "a discussion of the present
fuel and power situation in Toronto and marked a new era
in the affairs of the engineers in Canada by meeting to
discuss a question of general public interest." As a result
of the two clays deliberations, a committee of council was
appointed to bring in a final report, based on a series of
papers dealing with the best way of utilizing Canada's coal
resources, fuel conservation, the possibilities of central heat-
ing systems, heating by electricity, and water power devel-
opment. Among those taking part in the conference were
B. F. Haanel, W. M. Xeal, W. J. Dick, Edgar Stansfield,
John Hlizard, L. M. Arkley, E. J. Zavitz, Arthur Hewitt,
F. (i. Clarke, R. W. Caldwell, .1. B. Challies. John Murphy.
J. M. Robertson, P. H. Mitchell and H. G. Acres.
THE CHANGE OF NAME
In the first number, dated May, 1918, appeared the fol-
lowing editorial statement: —
"The name, The Engineering Institute of Canada, was
officially recommended by the Committee on Society
Affairs at the same time that this committee submitted
the new By-Laws. That the change in name met the
general approval of all was shown by the overwhelmingly
large majority in favour of the new name, demonstrated
by the return of the ballot opened at the Annual Meeting
on January 23rd. Council appointed a committee, con-
sisting of tlie president and Messrs. R. A. Ross and Walter
298
May, 1913 THE ENGINEERING JOURNXI.
J. Francis to take the necessary steps to secure the legal
adoption by the Society of the name, The Engineering
Institute of Canada. A bill was presented to Parliament
for this purpose.
Sir Herbert Ames kindly sponsored the bill in the
Commons and, in a letter received from him under date
of April 17th, he advised that the bill had passed the
Private Bills Committee of the House of Commons and
went through the Lower House without amendment on
April 11th. .
"In the Senate, Senator Casgrain, who was the only
corporate member of the Institute in either the Commons
or Senate at Ottawa, when the suggestion was made to
him regarding seeing the bill through the Senate stated
that he was glad to have the opportunity. The bill passed
the Senate on April 25th, but before its use was legal it
was still necessary to receive the assent of the Governor-
General. This has just been given."
The formation of three new branches was also announced,
at Montreal, Saint John and Halifax, the latter involving a
merger with the existing Nova Scotia Society of Engineers.
"The formation of the Halifax Branch completes the
chain from ocean to ocean of Societies under one national
organization, wherein the welfare of the members of the
engineering profession is receiving consideration."
The first chairmen of these branches were respectively,
Walter J. Francis, Alexander Gray and F. A. Bowman.
THE JOURNAL'S SECOND NUMBER
Some questions of the day actively discussed in 1918 are
still with us. The second number of the Journal (June) has
an editorial from which the following is a quotation:
"In the early days of the war, before the significance
of the struggle was understood, no one of us experienced
either surprise or abhorrence when we learned of military
preferment on the basis of political control or family
Group of members attending the First General Professional Meeting
of the Institute, at Toronto, March 26-27, 1918.
No complete identification of the persons in the picture is available.
It is suggested that members who can provide some information use
the accompanying key and communicate their findings to Head-
quarters.
connection. In these days of strain and stress we are just
beginning to realize the great sacrifices of life and
material which have come about almost directly through
the most unaccountable stupidity of our nation, in
tolerating for so long the control of politicians in the
administration of public affairs, and more particularly in
the control of matters relating to the war. Individually
we effervesce and boil, but collectively we are inactive
and supine.
"Disturbing rumours have come to our ears from time
to time of late with respect to preferment in military
appointments, and these should be investigated. Time
and again we have been told of responsible appointments
in engineering corps being given to the less qualified,
while the more experienced are passed by. To be more
specific, we hear of men of the legal profession, without
administrative or engineering training of any kind, being
appointed as engineer officers, while trained men of the
engineering profession, men of affairs, men who have had
charge of operations, who have had supervision of
workers, and have had superior training in engineering,
are left in the ranks."
This sounds somewhat like reflections which are being
made in 1943!
In the same issue a tribute was paid to the services of
one who had carried on the arduous duties of secretary of
the old Canadian Society of Civil Engineers from 1891 to
1916 and who died in the following year. A tablet to his
memory, placed in the hallway of 2050 Mansfield Street,
Montreal, reads as follows:
IN MEMORY OF
PROFESSOR C. H. McLEOD, Ma.E.,
WHO WAS FOR TWENTY-FIVE YEARS
SECRETARY OF THIS SOCIETY
DIED 1917
From the July number there has been taken a group
picture which shows that even in war time, some engineers
were able to relax at intervals from their pressing work.
Fortunately some of the figures in the group on the next
page are still with us and in good health.
THE ENGINEERING JOURNAL May, 1943
299
A group of members, on board the S.S. Loretta, inspecting the Trent
Valley canal on the opening day, June 3rd, 1918. From left to right:
W. A. Bowden, C. N. Monsarrat, A. T. Phillips, A. L. Killaly, R. L.
Dobbin, D. E. Eason, A. J. Grant, past president of the Institute who
has just celebrated his eightieth birthday.
THE SECOND AND THIRD PROFESSIONAL
MEETINGS
The Second Professional Meeting was held in Saskatoon
on August 8th, 9th and 10th. Its principal topics were road
construction and water supply in the prairie provinces, the
effect of alkali on concrete, the fuels of western Canada,
and legislation respecting the status of engineers. The
western branches deserved, and received, great credit for
this very successful gathering.
It was followed in September by the Institute's Third
Professional Meeting, sponsored by the newly organized
but very active Halifax Branch. A group of notable mem-
bers who attended it is shown on the next page.
PROFESSIONAL STATUS
The legal status of the engineer was one of the subjects
discussed at the Saskatoon meeting, but as might be
expected, opinions differed somewhat as to the best method
of procedure. The Council, of course, realized that there
was a growing demand throughout Canada for legislation
on this matter, and the Journal in its November issue, had
the following to say on the subject:
"From the discussion which has already taken place
at some of the western branches it is quite evident that
at the moment there is considerable diversity of opinion
SECOND PROFESSIONAL MEETING OF THE INSTITUTE,
UNIVERSITY OF SASKATCHEWAN, SASKATOON,
AUGUST 9th, 1918
(I) W. G. Chace, (2) Geo. W. Craig, (3) J. G. Legrand, (4) A. S.
Dawson, (5) F. H. Peters, (6) W. C. Murray, (7) President H. H.
Vaughan, (8) Wm. Pearce, (9) Geo. D. Mackie, (10) L. A. Thornton,
(II) R. F. Uniacke, (12) A. G. Dalzell, (13) Prof. A. R. Greig, (14)
Geo. L. Guy, (15) W. T. Brown, (16) Mrs. J. E. Underwood, (17)
Mrs. W. T. Brown, (18) Mrs. J. R. C. Macredie, (19) Mrs. L. A.
Thornton, (20) Fraser S. Keith, (21) Mrs. G. D. Mackie, (22) Mrs.
W. T. Thompson, (23) Mrs. Robertson, (24) Mrs. W. M. Stewart,
(25) Mrs. H. Mclvor Weir, (26) A. W. Lamont, (27) R. C. Gillespie,
(28) J. R. C. Macredie, (29) J. McD. Patton, (30) P. R. Genders,
(31) Prof. J. McGregor Smith, (32) G R. Pratt, (33) E. C. A. Hanson,
(34) N. H. Marshall, (35) H. S. Carpenter, (36) D. A. R. McCannel,
(37) J. N. deStein, (39) Mrs. A. R. Greig, (40) Prof. D. A. Abrams,
(41) C. P. Richards, (42) Mrs. W. H. Green, (43) G. M. Williams,
(44) H. A. Bergeron, (45) W. H. Greene, (46) Mrs. Lamb, (47) H. R.
McKenzie, (48) J. D. Robertson, (49) H. M. Thompson, (50) B.
Stuart McKenzie, (51) E. E. Brvdone-Jack, (52) H. M. VanScoyoc,
(53) G M. Arnold, (54) W. J. Ireland, (55) J. E. Underwood, (56) E.
Skarine, (57) C. J. Yorath, (58) M. A. Lyons, <59) L. B. Elliott, (60)
E. L. Miles, (61) W. M. Scott, (62) H. Mel. Weir, (63) E. G W.
Montgomery, (64) W. M. Stewart, (65) D. W. Houston.
as to the definite form which legislation should take and
that much discussion must follow before a draft Act can
be prepared which has been agreed to by all branches
and approved by Council.
"The intense interest which has been aroused shows
clearly that there is a feeling on the part of the average
engineer in Canada that something should be done, and
soon. It is evident that there never was a more opportune
time for the engineering profession to come into its own
than at the present moment. Both during the present
war and for a long period thereafter the engineer must
play a very prominent part and it is natural that he
should assume the position in which the importance of
the work he is doing, in a national manner, would be
recognized.
"Whatever the form any legislation that is to be
sought, may take, it must be founded on the basic prin-
ciple, that, in securing the elevation of the profession,
who are members of the Institute, no attempt should or
will be made to insert any clause or clauses, either de-
signed to force engineers to join the Institute or to inter-
fere in any way with the rights of qualified engineers,
who are non-members other than to give them the bene-
fits that they as qualified engineers may gain by any legis-
lation which may be effected, dealing with the interests
of engineers in general."
300
May, 1943 THE ENGINEERING JOURNAL
THIRD PROFESSIONAL MEETING OF THE INSTITUTE
HALIFAX, SEPTEMBER 12th, 1918
(1) Andrew Wheaton, (2) Geo. A. Ross, (3) Fraser S. Keith, (4) A.
R. Crookshank, (5) K. H. Smith, (6) F. A. Bowman, (7) Alex. Gray,
(8) Hon. 0. T. Daniels, (9) H. H. Vaughan, (10) His Hon. Lieutenant
Governor J. McC. Grant, (11) C. E. W. Dodwell, (12) Mayor Hayes
of Saint John, (13) D. W. Robb, (14) Phil Freeman, (15) M. K.
McQuarrie, (16) Jas. T. Duke, (17) Edwin Fraser, (18) R. Montgo-
merie, (19) C. C. Kirby, (20) P. H. Mitchell, (21) Geo. F. Porter,
(22) G. Stead, (23) G. S. Macdonald, (24) Major F. G. Goodspeed,
(25) R. J. Sly, (26) W. Rodger, (27) W. P. Morrison, (28) Allan H.
Wetmore, (29) J. J. Macdonald, (30) H. B. Pickings, (31) L. H.
Wheaton, (32) D. L. Hutchison, (33) Fred. G. McPherson, (34) R.
H. Smith (35) Frank A. Gillis, (36) Major Sinclair, (37) Ira P.
McNab, (38) J. S. Misener, (39) O. S. Cox, (40) W. H. Noonan,
(41) B. M. Hill, (42) J. R. Freeman, (43) A. J. Barnes, (44) A. C.
Brown, (45) A. F. Dyer, (46) F. H. McKechnie, (47) G. N. Hatfield,
(48) Geo. G. Hare, (49) G. G. Murdoch, (50) C. M. Crooks, (51)
John P. Mooney, (52) H. L. Seymour, (53) Leslie E. Kendall, (54)
C. C. Forward, (55) N. F. Cook.
A comparison of the first and the twenty-fifth volumes
of the Journal helps to give an idea of the development of
the Institute since its change of name in 1918, and also
of the trend of events during the past twenty-five years.
War unfortunately is again with us, and in an even more
devastating form. We have not yet been able to announce
a cessation of hostilities, as we did in the first volume.
There was no armistice editorial last year.
Questions of public interest, however, are more prominent
in the Journal to-day than in the early days. Many of
these, naturally, are connected with our war effort. A few
topics of this kind dealt with in our last volume may be
named here: post-war planning, national efficiency in war-
time, manpower control in Canada, engineering aspects of
structural defence; these are examples.
The Journal has been able to follow and record the
marked progress that has been made in the field of profes-
sional organization in Canada, and in the Institute's
co-operation with sister societies. Our Institute professional
meetings, if not so frequent as in 1918, are held in spite of
war difficulties, call together a larger attendance, and are
backed up by excellent technical meetings and discussions
arranged by our twenty-five branches:
It is not easy to bring home to the widely scattered
membership of a body like the Institute the part that each
can take in its administration. Much has been accomplished
in this respect, however, by the policy which successive
councils have adopted of holding as many regional council
meetings as possible, and inviting to them officers and
representatives of local branches. Council proceedings are
now more fully reported. In these and other ways the Jour-
nal has had a powerful influence in bringing our member-
ship together. Its personal columns have done much to help.
In its present form, the Journal has met with the general
approval of the Institute members. The editorial staff and
the Publication Committee will do all they can to see that
this approval will continue, and that the Journal's progress
will be maintained.
Fraser S. Keith, m.e.i.c.
First Editor of
The Engineering Journal,
from 1918 to 1925
R. J. Durley, m.e.i.c.
Editor of
The Engineering Journal,
from 1925 to 1938
THE ENGINEERING JOURNAL May, 1943
301
ALBUM OF PORTRAITS FROM 1918 JOURNAL
H. H. Vaughan was president of th? Institute; G. Gordon Gale was chairman of the Ottawa Branch of the Institute while J. B. Challies
was its secretary-treasurer; J. R. W. Ambrose was a councillor of the Institute representing the Toronto Branch.
In 1918, the above were members of Council: E. G. Matheson representing the Vancouver Branch; John Murphy. Ottawa Branch, F.
Peters, Calgary Branch; Arthur Surveyer, Montreal Branch.
H.
A. Bowman was chairman of the Halifax Branch; J. M. R. Fairbairn was a vice-president of the Institute; J. N. deStein was secretary-
treasurer of the Saskatchewan Branch; Alex. Gray was chairman of the Saint John Branch.
302
May, 1943 THE ENGINEERING JOURNAL
K. H. Smith was secretary-treasurer of the Halifax Branch; Professor H. E. T. Haultain was a vice-president of the Institute; A. G. Dalzell
was secretary-treasurer of the Vancouver Branch; Professor Ernest Brown of McGill was a councillor of
the Institute representing the Montreal Branch.
AN ENGINEERING RENAISSANCE
FRASER S. KEITH, m.e.i.c.
It is difficult to realize that twenty-five years have passed
since the first issue of The Engineering Journal appeared in
May 1918, as the events leading up to its appearance are
so clearly etched upon my memory. To the suggestion that
at this time I give some personal recollections and record
some of the events of twenty-five years ago, particularly
those which brought the Journal into being, I gladly respond.
The fact that the Canadian Society of Civil Engineers
was considering changes in connection with the conduct
of its affairs and the fact that the Society's prestige had
not been quite in proportion to the influence of its individual
members, inspired me to write an editorial in Construction
— a journal for the engineering, contracting and architec-
tural interests of Canada — which appeared in its issue for
February, 1917. This editorial said in part:
"When we consider the qualifications for leadership
possessed by many members of the Society, their expert
knowledge, their breadth of vision, and their sterling
qualities, it is little short of paradoxical that the Society,
as a whole, plays no greater part in our national develop-
ment. All material human progress has had its foundation
on engineering in some one or other of its branches. In a
country like Canada the engineer is the greatest individual
factor in the country's expansion. The Canadian Society
of Civil Engineers, composed of three thousand trained
men, is potentially a great national asset, yet from the
viewpoint of collective influence, it is almost as unde-
veloped as the mineral and timber areas of British Col-
umbia and the idle prairie lands of the West.
"Why ?
"Because the objects of the Society as outlined in the
Constitution and as followed out in practise are self-
centered.
"The word 'Civil' in the name is unquestionably a
drawback, because of the prevailing acceptance of the
term 'Civil Engineer.' This can be overcome by the adop-
tion of a title such as the 'Institute of Canadian Engineers'
or the 'Canadian Engineering Institute', but the funda-
mental basis of the Society's apparent failure to measure
up to its opportunities for national usefulness will not
be surmounted until the expressed and practiced objects
of the Society are of a broader nature."
Largely as a result of this editorial I was invited to meet
the special committee of the Council chosen for the purpose
of selecting a suitable full-time secretary of the Society.
After the appointment was made, a month or two elapsed
before the new secretary commenced his duties in April.
During that period he had an interview in Toronto with
Professor H. E. T. Haultain, at that time chairman of the
Committee on Society Affairs appointed to make suggestions
regarding the welfare of the Society. The work of this com-
mittee was reviewed to some extent. Three of the recom-
mendations of the progress report of the committee at the
annual meeting for 1917 were:
"The publication of a journal or periodical at least once
a month, devoted largely or entirely to the Society and
its members.
"The engagement as soon as practicable of a Secretary
who will devote his whole time to the Society.
"The change in name from Canadian Society of Civil En-
gineers to The Canadian Institution of Civil Engineers."
During this interview it was pointed out to Professor
Haultain that the proposed name was no better than the
old one and a name was suggested to him "The Engineering
Institute of Canada" as being more suitable. He gave a
hearty expression of approval and said, "That's the name!,"
writing it down in his notebook, and thus the new name
for the Canadian Society of Civil Engineers was started on
its way to becoming a reality.
The year 1917 was notable on account of the progress
made by the Committee on Society Affairs in its construc-
tive proposals.
At a meeting of the Council held at Headquarters in the
fall of 1917, the report of the Committee on Society Affairs
presented by Walter J. Francis, its secretary, was received.
The Council unanimously approved the proposal of the
Haultain Committee regarding changing the name of the
Society to The Engineering Institute of Canada. It was
further resolved that the recommendation of the committee
regarding the Society periodical be adopted and a committee
consisting of H. H. Vaughan, W. F. Tye and the secretary
was- appointed to investigate.
The committee decided that the Institute would publish
its own journal, the details and editing being left in the
hands of the secretary. Later when the annual meeting
ratified the report of the Committee on Society Affairs as
embodied in a new by-law, the details of the Journal's form
and features were worked out, the secretary receiving valu-
able assistance from the newly elected president, H. H.
Vaughan. A Committee of Management was formed, but
was not active. The secretary was made editor and manager,
and in the latter capacity, secured all the advertising for
the first few years. (Continued on page 321)
THE ENGINEERING JOURNAL May, 1943
303
From Month to Month
AN APPRECIATION
The following article appeared in the May issue of
Mechanical Engineering, monthly publication of The
American Society of Mechanical Engineers. It is gratefully
acknowledged.
"Congratulations are in order to our contemporary across
the border, The Engineering Journal, monthly publication
of The Engineering Institute of Canada, which is celebrating
its twenty-fifth anniversary.
"Although the Institute was founded in 1887, it was not
until a quarter century ago that The Engineering Journal
was brought into existence as a medium for bringing engin-
eering papers and Institute news to the engineers of
Canada. In that quarter century the Journal has kept pace
with the growth of engineering in Canada and the member-
ship of the Institute.
"Unlike engineering societies in the United States, The
Engineering Institute of Canada serves the entire engineer-
ing profession of the Dominion. On the basis of population,
the Institute is larger than the combined Founder Societies
of the United States. These members are spread out over a
relatively narrow strip of country lying just north of our
border and more than 3000 miles long; a mari usque ad
mare, as the armorial bearings of the Dominion phrase it.
The task of holding together the interests of engineers so
widely separated is accomplished by local organizations
and The Engineering Journal. The Journal, therefore,
supplies the need of a means of publishing technical papers
covering a wide field of technical interests and also a
medium through which news of the numerous local groups
can be brought to the attention of all. This diversity of
interest, technical as well as professional, makes the
Journal unique among engineering periodicals on this
continent.
"During the last quarter century the development of
engineering in Canada has been rapid and varied. The war
is accelerating engineering, and particularly industrial,
developments. With close ties to Great Britain and the
United States, Canadian engineers have made an enviable
record for themselves. Possibly because they are grouped
in a single professional society, they appear to exert a more
powerful influence with their government than engineers
do in this country. This condition is not fortuitous; it arises
from qualities of leadership and service and a dominant
professional organization which they possess.
"Relations between The Engineering Institute of Canada
and The American Society of Mechanical Engineers are
becoming closer every day. Bound with ties of a common
language, generations of amicable relationship across an
unguarded international border, dedication to a common
cause in the present war and to common ideals and methods
of workmanship in times of peace and war, the engineers
of these two great societies look forward to even greater
friendship and co-operation. With the coming of peace, the
reconstruction of the world, and the advancement of the
engineering profession, may The Engineering Journal
continue to grow in usefulness and influence, to the greater
glory of the engineers of Canada."
CIVIL DEFENCE IN THE WEST
John E. Armstrong, chief engineer of the Canadian
Pacific Railway Company and chairman of the Institute
Committee on the Engineering Features of Civil Defence
will be going West next month on a business trip.
Tentative arrangements have been made for him to
meet with certain of the branches and discuss with them
the work of his committee.
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
PRESIDENTIAL TOUR
The maritime members extended a splendid welcome to
the president upon the recent inauguration of his tour of
the Institute branches. Starting at Moncton on April 14th,
the president visited every branch, finishing up at Sydney
on April 21st. He also spoke to the engineering students
at the University of New Brunswick at Fredericton, the
Nova Scotia Technical College at Halifax, and St. Francis
Xavier University at Antigonish. A regional meeting of
Council was held at Saint John.
The attendance, the cordiality and the enthusiasm at
every meeting were encouraging and the indications on all
sides were that the affairs of the Institute are in good
condition.
MONCTON
At Moncton an unusually successful dinner meeting was
held under the chairmanship of H. J. Crudge. It was the
best attended meeting that the branch has had in several
years. Besides the president, the programme included short
talks by Past-President H. W. McKiel, Councillor N. B.
MacRostie, and the general secretary. An enjoyable inno-
vation was the introduction of vocal numbers by two mem-
bers of the R.A.F. accompanied by the secretary-treasurer
of the branch, V. C. Blackett. Thus the president's first
branch visit was a happy augury for the balance of the trip.
FREDERICTON
On Thursday, the fifteenth, the party arrived at Saint
John, but left almost immediately for Fredericton, accom-
panied by Vice-President G. G. Murdoch, Councillor J. P.
Mooney, Chairman D. R. Smith, Alex. Gray, V. S. Chesnut,
F. A. Patriquen, J, T. Turnbull, G. M. Brown, C. D.
McAllister and A. O. Wolff. Here a luncheon was held
attended by twenty-five engineers and fifty senior students
at the University of New Brunswick. After lunch the party
was shown over the campus and the president spoke to the
students in Memorial Hall. This meeting was presided over
by B. H. Downman, president of the engineering society.
The speakers were introduced by Dr. E. O. Turner, pro-
fessor of civil engineering and president of the Association
of Professional Engineers of New Brunswick. It is interesting
to note that every member of the graduating class in engi-
neering is a Student member of the Institute.
After this meeting a large group was entertained at tea
at the home of Dr. and Mrs. Turner, where the visitors had
an opportunity to meet Mrs. Norman MacKenzie, wife of
the president of the university. This concluded a very full
day and a most delightful experience.
SAINT JOHN
On Friday evening, the Saint John Branch, under the
chairmanship of A. 0. Wolff, entertained the president at
dinner. Among the distinguished guests were the Mayor
and representatives of the Navy, the Army and the Air
Force. The president spoke on Institute affairs and on post-
war problems. Councillor MacRostie presented greetings
from the Ottawa Branch. J. N. Flood gave an excellent ex-
hibition of oratory in his motion of thanks to the president.
The general secretary dealt with the work of some of the
special committees.
A successful regional meeting of Council was held on
Saturday. Every councillor for the region with the exception
of one was present, along with Past-President H. W. McKiel
and Councillors R. E. Heartz of Montreal and N. B. Mac-
Rostie of Ottawa. The meeting started at 10.00 a.m. and
304
May, 1943 THE ENGINEERING JOURNAL
adjourned at 4.30 p.m., and much interesting and important
business was transacted.
HALIFAX
On Monday morning in Halifax the president and the
general secretary spoke to the students at the Nova Scotia
Technical College and visited the laboratories. The president
presented to R. B. Wilcox the certificate for the award of
the Institute prize. Dr. F. H. Sexton, president of the college,
introduced the guests and M. A. Eisenhauer, president of
the student body, thanked them on behalf of the students.
At noon the party lunched with the Council of the Associa-
tion of Professional Engineers of Nova Scotia, under the
chairmanship of Dr. Alan E. Cameron, president of the
Association, remaining to participate in the Council meet-
ing of the Association after lunch. This was a very pleasant
occasion and as President K. M. Cameron said "It was hard
to tell whether this was a meeting of the Association or the
Institute."
In the evening the branch met for dinner at the Halifax
Hotel under the chairmanship of A. E. Flynn. One hundred
and twenty-five members and guests heard the president
speak of the post-war problems and of the planning that is
being done by the government-appointed bodies to meet
these problems. A very fine talk on the importance of the
engineer's work and an appeal to him to take a greater
interest in national affairs was given by the Hon. L. D.
Currie, Minister of Mines for Nova Scotia. The mayor was
represented by Alderman Kinley who welcomed the visitors
to Halifax. The general secretary outlined the activities of
the Institute with particular reference to the work of the
special committees.
This was the best attended meeting of the tour, and gave
stimulating evidence of the effectiveness of the co-operative
agreement between the Association and the Institute.
ANTIGONISH
The president and the general secretary, accompanied
by O. S. Cox and G. T. Clarke, of Halifax, stopped at
Antigonish to speak to the pre-engineering students at St.
Francis Xavier University and to partake of the hospitality
of the faculty. The meeting with the students was presided
over by Father Clark, but subsequent informal meetings
with the faculty included Dr. P. J. Nicholson, Dr. Coady
and Father Tobbin.
SYDNEY
In Sydney the party met with the branch at dinner on
Wednesday evening under the chairmanship of Councillor
Dr. F. W. Gray. This was a well-attended function and
gave every indication that the branch has expanded con-
siderably, not only in number of members but in activities.
The party left Sydney on Thursday, April 23rd, and re-
turned directly to Montreal and Ottawa.
Many good camera shots were taken but it has not been
possible to prepare them in time for this number of the
Journal. They will appear in June.
CO-OPERATION
100 PER CENT
An interesting and extreme example of co-operation be-
tween a provincial association and the Institute is afforded
by the engineers in the province of Saskatchewan.
The president of the Association of Professional Engineers
of Saskatchewan is chairman of the Saskatchewan Branch
of The Engineering Institute of Canada. He is also the
Association's representative on the Dominion Council and
councillor of the Institute.
This busy gentleman is A. M. Macgillivray, district engi-
neer of the Canadian National Railways, Saskatchewan
District, Saskatoon. In his quadruple capacities he should
have an intimate knowledge of what is going on, and will
surely be in a position to speak with confidence and
authority.
Dr. C. R. Young
HONOURS TO DEAN C. R. YOUNG
Engineers throughout Canada will be happy to learn that
a prominent institution of learning in the United States
has honoured the immediate past-president of the Institute,
C. R. Young, Dean of Engineering at the University of
Toronto.
The Stevens Institute of Technology at Hoboken, N.J.,
on Saturday, May 1st, conferred on Dean Young the honor-
ary degree of Doctor of Engineering. Not many persons in
Canada more justly deserve such a reward, and it is grati-
fying to see that his character and attainments are known
and appreciated in the nation to the south, as they are in
Canada.
In presenting Dean Young, President H. N. Davis, of
Stevens Institute of Technology read the following citation :
Mr. Chairman of the Board of Trustees : —
I present to you
Clarence Richard Young
Dean of the Faculty of Applied Science and Engineer-
ing and Professor of Civil Engineering at the University
of Toronto, and President of The Engineering Institute
of Canada for 1942.
A man of many talents and outstanding achievements,
esteemed not only as an engineer but as a writer, public
speaker and landscape artist in pastels, his professional
experience has been mainly as a consultant in the field
of civil engineering. In 1937-38 he was a member of a
Royal Commission on Transportation, dealing with the
economics of commercial motor transport in Ontario. He
has been consulting structural engineer to the govern-
ment of Ontario for hospitals and prisons. He served on
an international board appointed to pass on the original
plans of the Detroit-Windsor bridge. As a member of the
American Society of Civil Engineers he has served on a
number of its technical committees.
Author of many technical and scientific papers and of a
number of books including a standard text on structural
engineering, he is also joint author of a widely used
booklet on Engineering Law.
During the first World War he was second in command
of the Polish Army Camp at Niagara, where over 20,000
Polish soldiers were trained and sent to France and later
THE ENGINEERING JOURNAL May, 1943
305
Recipients of honorary degrees at Stevens Institute of Tech-
nology are seated in the front row. From right to left: Wallace
Clark, C. R. Young, Vannevar Bush, President H. N. Davis
and Robert C. Stanley, chairman of the Board of Trustees at
Stevens, B. F. Fairless, A. W. Harrington.
to Poland. For this service he was decorated by both
France and Poland.
As a visitor from a country allied with us again in this
present World War he is symbolic of that international
friendship and co-operation so essential in the building
of a better, more peaceful world.
I recommend him, Sir, as a worthy candidate for the
degree of Doctor of Engineering, honoris causa.
Other gentlemen honoured at this same ceremony include
Wallace Clark, consulting engineer, Benjamin Franklin
Fairless, president of the Carnegie-Illinois Steel Corpora-
tion, Andrew Wells Robertson, chairman of the Board of
the Westinghouse Electric & Manufacturing Company,
and Vannevar Bush, vice-president and dean of engineer-
ing of the Massachusetts Institute of Technology, president
of the Carnegie Institution at Washington, and director of
the Office of Scientific Research and Development, also in
Washington.
ENGINEERING FEATURES OF CIVIL DEFENCE
No written progress report from this Institute committee
was submitted to the March 13th meeting of Council, but
the chairman reported on a very cordial meeting President
Cameron and he had had with Dr. M anion in Ottawa on
March 1st, the continuing lack of action by the War Com-
mittee of the Cabinet in connection with the joint submis-
sion to the Prime Minister, and the decision of the presi-
dents of the three organizations subscribing to that sub-
mission to seek an interview with the Hon. CD. Howe in
regard to the matter. He also reported on newspaper items
in regard to an enemy plane over Sydney, Australia, and
in regard to protection of our own east coast, which he had
sent to branch committee chairmen, and on the activities
of the sub-committees of this committee and of the branch
committees.
On March 23rd the three presidents, accompanied by the
chairman of this committee, called on the Hon. C. D. Howe
and went over with him the joint submission of November 3,
1942, to the Prime Minister. He agreed that an unorganized
field exists between A.R.P. and military fields of responsi-
bility, and that the suggestions submitted in regard to that
field seemed reasonable. He undertook to give prompt study
to the submission, to see to it that the matter is laid clearly
before the War Committee of the Cabinet, and to write
President Cameron about the matter in due course.
There has been issued to all branch committee chairmen,
and to the chairmen of branches which have not yet set up
branch committees, some suggestions as to how their organ-
izations, preferably in full co-operation with local members
of the R.A.I. C. and the CCA. may be helpful to local and
provincial A.R.P. organizations. Accompanying these sug-
gestions was a pertinent letter, prepared from the experi-
ence of his committee, by Mr. H. F. Bennett, chairman of
the London Branch Committee, as to how results along this
line might perhaps best be secured.
There has also been sent to the same addresses copy of an
advice notice issued by the secretary of theOntario Provincial
Committee on Civilian Defence to secretaries of CD.C
Municipalities in Ontario, directing their attention to the
services the Ontario joint E.I.C, R.A.I. C, CCA. Techni-
cal Committee is prepared to offer them. This advice notice
was instigated by the Toronto Branch Committee, and the
reaction to it appears to have been favourable. It was sug-
gested that the Vancouver, Montreal, Halifax-Cape Breton
and Saint John Branch Committees contact their respective
provincial A.R.P. organizations with a view to having simi-
lar advice issued in the provinces of British Columbia,
Quebec, New Brunswick and Nova Scotia, these being the
provinces other than Prince Edward Island in which Dr.
Manion has set up provincial A.R.P. organizations. The
Montreal Branch Committee has now made this contact
and the matter is under way for the province of Quebec.
The other branch committees have not yet reported on the
matter.
The work of Mr. G. MacL. Pitts' sub-committee has
reached a stage which justifies the expectation that in the
very near future appropriate information will be issued in
connection with homes, in connection with multiple story
buildings and in connection with industrial plants and
utilities. When issued this information is expected to con-
stitute a final report of this sub-committee on these features
of its assignment.
The work of Mr. I. P. Macnab's sub-committee has
reached a stage which justifies the expectation that in the
very near future appropriate information will be issued in
connection with separate air-raid shelters as distinguished
from air-raid shelters or refuge areas in buildings. When
issued this information is expected to constitute a final
report of this sub-committee on this feature of its assign-
ment.
WASHLNGTON LETTER
It is a pleasure to welcome back to our pages our Washington
correspondent. Mr. E. R. Jacobsen, m.e.i.c, has been away
to Australia for over two months on a special mission. He is
Engineering and Technical Assista?it to the Director, Common-
wealth of Australia War Supplies Procurement at Wash-
ington.— Ed.
Towards the end of January, two of us left Washington
on a special mission to Australia. At the time of writing this
letter, we have only been back about a week and this first
deadline finds us too busy to give much thought to putting
our impressions down in an orderly fashion. As we travelled
extensively in Australia and as quite complete arrange-
ments were made for us to visit Australian war industries,
we hope, in the near future, to find the time and the per-
mission to describe in some detail the splendid contribution
which Australia is making to the general war effort. In the
meantime, this letter will confine itself to general impres-
sions which will form a background for material of more
direct engineering interest which we are at present assem-
bling from our notes.
The trip itself was most interesting but, unfortunately, it
is not permissible to say very much about it. We flew from
Washington to San Francisco where we took the opportunity
of inspecting the Kaiser Shipyards at Richmond — compris-
ing twenty-seven ways or basins and employing some 85,000
workers. We were also fortunate enough to be taken aboard
a completed ship which was undergoing engine tests. The
Pacific crossing was made in both directions by Army plane
except the last hop on the return trip. We stopped off for
several days at Honolulu. We had several matters to discuss
with Naval Authorities there who arranged for us to com-
plete the trip by Navy Clipper. At Honolulu we stayed
at the "Moana" on the famous Waikiki beach and were
306
May, 1943 THE ENGINEERING JOURNAL
introduced to the art of surf riding, quite by chance, by
Duke Hokamou, the well-known Hawaiian Olympic swim-
ming champion. As we had had enough flying and as we
had several jobs to do en route, we returned by train and
took the opportunity of stopping to see the Grand Canyon.
This is a great scenic experience but it is also an awe inspir-
ing lesson in geology. I was surprised to be told that the
Colorado carries through the Canyon about a million tons
of silt a day which is now being deposited in Boulder Dam
Lake at a rate which will render the great dam obsolete in
less than a century unless some solution is found.
The objectives of our mission fall into four categories. We
had a number of specific problems in connection with the
procurement of supplies to discuss with Australian authori-
ties. We also took with us a considerable quantity of tech-
nical information and drawings in connection with plants
and processes needed in Australia and we have brought
back specific instructions regarding further investigations.
The general problems of implementing and improving an
increasing technical liaison between Australia and America
was also considered. Lastly, in order to have better first-
hand knowledge in presenting Australian cases in Washing-
ton, we were taken in hand by the authorities and sent on
a quick tour of Australian industrial and war plants, muni-
tion annexes, agricultural developments, and so on.
Our tour of Australian war industries was arranged
through the good offices of the Director General of the
Ministry of Munitions — Mr. Essington Lewis. In each State,
our visit was planned by the chairman of the State Board
of Area Management. Itineraries were arranged, cars placed
at our disposal, railway and hotel reservations made and
meetings planned. It was a wonderful privilege to make
such a trip and we owe a great debt to the efficiency and
thoroughness of our hosts. In the pursuance of our several
tasks we visited Brisbane, Newcastle, Sydney, Port Kembla,
Canberra, Melbourne and Adelaide. Because of the disper-
sion of industry necessary in Australia, we had to travel
quite widely in the surrounding areas of most of these cen-
tres. Australian distances are very great. We must have
covered between four and five thousand miles by train,
plane and car. Also in pursuance of our mission, we met
the heads and technical staffs of the twelve governmental
departments, a number of very interesting people in both
Service and industrial circles and, during a most informative
visit to Canberra, we met most of the members of the War
Cabinet.
Life in Australia has settled down under the many war-
time restrictions and regulations and one soon falls into line
with the pervading Australian cheerfulness. The times you
may eat and the amount, governed by ceiling prices which
may be paid for any meal, are strictly regulated. More
noticeable is the shortage of drinks and the resultant re-
strictions. Bars close at six and the mournful cry of "Time,
Gentlemen, Time" brings the war home each night to many
Australians and Americans. Of course, you can't get clothes
as they are rationed to a point well below replacement level
and people are being forced to drastic economies. Gasoline
for private motorists is limited to three or four gallons a
month. Travel is very restricted and sleeping coaches are
very limited. There do not seem to be any taxis left. Air
raid precautions are much in evidence. But, after a few
days, one becomes accustomed to all these things and sur-
renders to the inherent attractiveness of life as lived by
Australians.
The most noticeable thing in Australia, of course, as it
is all through the southwest Pacific, is the presence of the
U.S. Forces. More numerous as one goes North, they are
nevertheless a ubiquitous, colourful, cheerful and always
welcome constituent of the Australian urban scene. They
may have taken over the leading hotels, the leading hos-
pitals, and large resort centres; they may take a lot of the
space on "trams" and trains and monopolize the few remain-
ing taxis ; they may drink most of the beer and eat up a great
deal of food; and they are very popular with Australian
girls. But these are things of small moment. Australia re-
members how glad she was to see them over a year ago and
now refers to them affectionately as the "Yanks, God Bless
'em." The "Yanks," on their part, are extremely well be-
haved— always cheerful and willing to enter into the life of
the country with sympathy and understanding.
One of the interesting features of such a trip is the cos-
mopolitan nature of one's contacts. Many of the people
with whom we had dealings had either recently returned
from England, America or the Middle East or expected to
depart shortly. Australia is so isolated that her technical
and business people must travel widely. Of course, in war,
this is true in all countries. It seems the most natural thing
to meet in Melbourne or Sydney people we last saw in New
York, Washington, San Francisco or Toronto. Take the
case of Mr. Leonard W. Brockington, the well-known Ca-
nadian now doing such splendid work for the British Ministry
of Information. He told me of his projected trip when I met
him on a pullman to Ottawa just before Christmas. We next
met in an elevator in San Francisco. In Australia we were
invited to join staff officers and visiting missions to view
some confidential documentary films of fighting and con-
ditions in the Islands. Mr. Brockington was there. Later we
saw him at "Menzies" in Melbourne and the "Australia"
in Sydney. During our short visit I received word that a
man who had entertained us when we first arrived in Sydney
had later had dinner at my own home in Washington. Before
we left Washington, I had cocktails with Mr. 'R' at the
Shoreham. In Melbourne, we found him on the point of
leaving for New Caledonia but he returned in time to invite
us to lunch before we left. One of my first appointments on
my return was to meet him at the Washington Airport. He is
an Australian whose letterhead reads "London and New
York". We were disappointed because we missed seeing
Dr. Coombs, Director General of Post-War Reconstruction,
at both Melbourne and Sydney. However, just three weeks
later it was my privilege to be engaged in the pursuance of
a joint task with him in Washington. One could go on in-
definitely. The company of "Short Snorters" — people who
have flown an ocean — is a rapidly expanding company. I
met a ferry pilot who had been in Australia six times and
never spent a night there. I met an Australian who had
over four hundred thousand air miles behind him. All is
movement. If you have been a day on some of the Pacific
Islands you are an old timer. On one, I could not find anyone
who had been there long enough to tell me where Barrack
Number Six was. I finally asked one of the occupants of
what seemed to be Number Six and he replied, "Don't ask
me, Bud, I live in Michigan".
This was my first trip back to Australia since I left at
the tender age of four. Consequently, it was a great privilege
and experience for me. I have seen a number of cities from
the air, but none has impressed me more than Sydney with
her marvellous harbour — great bridge — residential suburbs
nestling in the harbour's inlets — modern factories and well-
laid out centres. When I first sighted the white surf rolling
up on an Australian beach and again as we flew over Sydney,
I found myself involuntarily calling to mind Scott's
"Breathes there the man . . . ." E. R. Jacobsen.
CORRESPONDENCE
Engineering Experience in the Army
No. 1 C.E.R.U.
C.A. Overseas
Secretary, Feb. 19th, 1943.
The Engineering Institute of Canada,
Montreal, Que.
Dear Sir,
I am now on overseas service with the Royal Canadian
Engineers. I am enjoying the work and the training, and I
would like to take this opportunity to point out an im-
portant fact about the army — one which should be realized
to a greater extent in Canada. I have noticed that both
THE ENGINEERING JOURNAL May, 1943
307
senior and junior engineers in civil employment have a
tendency to regard military engineering as a sacrifice of
time, a period technically wasted from the point of view
of those seeking new knowledge in their profession. This
may be true in the case of some senior engineers of wide
practical experience. I venture to state very definitely that
this is not generally true. There are many lessons of im-
portance to learn from military engineering. For reasons of
security, I cannot state what they are, but they are there.
In the army I have, I consider, learned many things which
will be useful in civil life in any branch of civil engineering.
In addition, I have carried on my studies, and have had
opportunities to talk with and compare notes with fellow
officers who are drawn from every branch of the engineering
profession.
The purpose of this letter is to appeal to you, and to
other engineering bodies interested in re-establishment after
the war, to exert your influence for greater recognition of
the value of military engineering experience. My suggestion
is that, at the end of the war, competent summaries of
military engineer knowledge be published in the Journal.
At the present time, it could be pointed out in the Journal
that the young engineer fresh from university, who entered
the army directly after graduation, may be a better and
more experienced engineer than he was at the time of en-
listment. If he is anxious to learn, and has retained his
keeness throughout army life, he will be experienced in
many phases of engineering generally unknown to young
engineers. He will compare very favourably with those who
have remained in civil life.
I ask you on behalf of the many young engineer officers
of the Royal Canadian Engineers to give this matter your
attention. We are a part of young Canada, and we look to
you, the senior body of our profession, to point out the
road back.
Thanking you,
Yours truly,
(Signed) E. V. Polley, S.e.i.c, lieut., r.c.e.
MEETING OF COUNCIL
A regional meeting of the Council of the Institute was
held at the Admiral Beatty Hotel, Saint John, New Bruns-
wick, on Saturday, April 17th, 1943, convening at ten
o'clock a.m.
Present: President K. M. Cameron (Ottawa) in the chair;
Vice-President G. G. Murdoch (Saint John); Councillors
G. L. Dickson (Moncton), R. E. Heartz (Montreal), J. R.
Kaye (Halifax), N. B. MacRostie (Ottawa), J. P. Mooney
(Saint John), C. Scrymgeour (Halifax), and General Secre-
tary L. Austin Wright.
There were also present by invitation — Past-President
H. W. McKiel (Sackville) ; Past-Councillors V. C. Blackett,
of Moncton, T. C. Macnabb, A. R. Crookshank, Alex.
Gray, S. Hogg, A. A. Turnbull and F. P. Vaughan, of Saint
John; E. O. Turner, president, Association of Professional
Engineers of New Brunswick, and C. C. Kirby, past-coun-
cillor of the Institute and secretary of the Association;
A. E. Flynn, chairman of the Halifax Branch; A. R. Bennett
(Moncton), member of the joint finance committee, and
the following members of the Saint John Branch: A. O.
Wolff, vice-chairman and past-councillor of the Institute,
F. A. Patriquen, past chairman, G W. Griffin, secretary-
treasurer, V. S. Chesnut, past secretary-treasurer, C. D.
McAllister, member of the executive, G. M. Brown and
J. N. Flood.
President Cameron expressed his pleasure at this oppor-
tunity of holding a regional meeting of Council in the mari-
time provinces. It was a great satisfaction to see such a
representative gathering, and he thanked the various mem-
bers for their attendance.
Affiliations with Sister Societies — The president reminded
Council that following discussions at the Annual Meeting
of Council in Toronto in February last, he had been asked
to select a committee to study the whole question of the
Institute's relations with sister societies. At his request, the
Institute's Committee on Professional Interests had under-
taken this duty, and he had received the following progress
report.
(I) The Engineering Institute of Canada is the only
purely professional, Dominion- wide, engineering organ-
ization in Canada that caters without fear or favour to
all classes of engineers. By reason of its service to the
profession, the numerical and technical strength of its
membership, the high character of its objectives, its flex-
ible organization and its fine traditions, it is recognized,
both at home and abroad, as the national engineering
society of Canada. For this and other reasons, the pre-
ponderant majority of Canadian engineers, whether mem-
bers of the Institute or not, expect that it will not only
lead in all movements to promote the solidarity of the
profession, but that it will itself be and become the centre
of a simplified and coordinated organization that eventu-
ally can represent and speak for all branches of the pro-
fession in every province of the Dominion.
(II) There are two distinct and separate classes of pro-
fessional engineering organizations in Canada:
1. The compulsory or legal associations in each province
which, under provincial statutory authority, control
admissions to practise;
2. The several voluntary organizations which cater more
particularly to the social and educational interests of
special branches of the profession.
(III) As to the provincial professional associations,
they came into being very largely on the initiative of the
Institute and most of them were nurtured under its en-
couraging influence. For this reason, there has been, and
it is earnestly hoped there always will be, a close affinity
between the Institute and the eight associations. This
affinity has been, and doubtless will continue to be, fos-
tered enthusiastically by succeeding councils of the Insti-
tute, pursuant to the wide authority given by the
Institute's By-law No. 78. The advocates of this epoch-
making by-law built far better than they knew, for, in
the short space of five years, Council has completed four
agreements with the associations in the provinces of
Saskatchewan, Nova Scotia, Alberta and New Brunswick.
A fifth agreement for the province of Manitoba will prob-
ably be completed during 1943, and a sixth for the prov-
ince of Quebec is now under discussion. Surely this splen-
did record of achievement in six of the provinces presages
ultimate success in the remaining two. If Council con-
tinues its policy of frank, friendly and free co-operation
with those in authority in the registration movement in
Canada, it is only a matter of time when there will be
achieved, for all practical purposes, a common member-
ship between the Institute and all the eight provincial
associations. This achievement will usher in a new era
of usefulness and prestige for the Institute.
(IV) As to the several voluntary organizations that
cater to special branches of the profession, they consist
of three main classes:
1. A few purely Canadian bodies like the Canadian
Society of Forest Engineers and the Canadian Society
of Chemical Engineers.
2. Groups of members of the several British institutions
of engineers like the Institution of Civil Engineers, the
Institution of Mechanical Engineers and the Institu-
tion of Electrical Engineers — none of them well organ-
ized, but all of whose members enjoy a very high
professional status.
3. Groups of members of the several American engineer-
ing bodies like the A.S.C.E., the A.S.M.E. and the
A.I.E.E., etc., and most of whom are not organized
but some of whom, as for instance the Ontario Section,
of the A.S.M.E. and the Toronto Section of the
A.I.E.E., have been well constituted for some years.
It is as to these three classes of voluntary professional
308
May, 1943 THE ENGINEERING JOURNAL
engineering societies and the relation thereto of The Engi-
neering Institute of Canada that the Council of the
Institute has requested advice from the Committee on
Professional Interests.
(V) It is the considered opinion of the Committee on
Professional Interests —
(a) That it is in the best interests of the engineering pro-
fession in Canada that there should be effected as
soon as practicable an entente cordiale between the
membership of The Engineering Institute of Canada
and the members resident in Canada of the other
aforementioned voluntary bodies.
(b) That The Engineering Institute of Canada should be
and become the centre of the entente.
(c) That preliminary unofficial exploratory discussions
with officers of several of the Founder Societies of
the United States indicate more than a friendly in-
terest in a contractual arrangement which would
permit reciprocal privileges regarding membership,
publications, joint meetings, etc.
(VI) The Committee on Professional Interests there-
fore recommends:
(a) That Council agree to sponsor an appropriate new
by-law similar in general scope and intent to No. 78,
and which will authorize Council to enter into co-
operative agreements with other professional engi-
neering organizations having members resident in
Canada for the purpose of advancing the best inter-
ests of the engineering profession in Canada through
reciprocal privileges regarding membership, publica-
tions, joint meetings, etc.
(b) That early steps be taken to have such a by-law
drafted which, when finally approved by Council,
will be sponsored by Council and submitted as soon
as possible for the endorsement of the corporate mem-
bers of the Institute.
(c) That in the meantime the Committee on Professional
Interests be authorized by and with the co-operation
of the president and the general secretary, to con-
tinue, as opportunity offers, the exploratory discus-
sions with the Founder and other Societies — Ca-
nadian, British and American.
As a member of the Committee on Professional Interests,
Dean McKiel stated that although his connection with the
work of the committee had been entirely by correspondence,
he was heartily in agreement with the findings of the com-
mittee as outlined in the report.
The general secretary explained that he had attended the
meeting of the committee at which this matter had been
discussed, and it had been the general feeling that any dis-
cussions regarding closer co-operation with sister societies
should not be confined to any one society, but should include
discussions with all of the American and British societies
who had members in Canada. Recent conversations with
the secretaries of some of the American societies had indi-
cated that those societies would be very much interested in
such discussions.
Following a full discussion in which Messrs. Kirby, Flynn,
Heartz, Scrymgeour, Turner, Dickson and the president
took part, it was unanimously resolved that the report be
accepted and approved and referred back to the Committee
on Professional Interests for further action, and that the
thanks of Council be extended to the committee for their
efforts.
The Dominion Council of Professional Engineers — A re-
cent communication from the Dominion Council of Pro-
fessional Engineers had been referred to. the Committee on
Professional Interests for consideration and report. For the
information of members present, the general secretary out-
lined briefly the proposals of the Dominion Council which
had been sent to each of the following organizations:
The Engineering Institute of Canada,
The Canadian District of the American Institute of Elec-
trical Engineers,
Canadian Sections of the American Society of Mechanical
Engineers,
The Canadian Institute of Mining and Metallurgy,
The Canadian Institute of Chemistry,
The Royal Architectural Institute of Canada,
The Canadian Society of Forest Engineers.
Each of the organizations named had been requested to
appoint a representative to attend a conference to be held
in Vancouver in May next, at the time of the Annual Meet-
ing of the Dominion Council.
The proposals included the setting up of a Council similar
to the Dominion Council, representing the above voluntary
organizations. It was hoped that the Dominion Council and
the new Council would later co-operate to form one central
body, which would be recognized as the all-inclusive voice
of the engineering and allied professions in Canada.
The committee reported that after due consideration it
had thought that the complexities of such a proposal made
it necessary that anyone representing the Institute should
be familiar with all details and as no person so qualified was
available to attend the meeting it had been felt that it would
not be possible to accept the invitation.
In the discussion which followed, the opinion was ex-
pressed that the Institute would be well represented at the
Dominion Council meeting inasmuch as the vice-president
for the maritimes would be there representing the province
of New Brunswick Association. Under such circumstances
the meeting felt that the Institute could indicate its inter-
est in proposals for co-operation and would be in a position
to discuss the subject in greater detail at a time and place
where one or more of the members of the committee could
participate. The general secretary was directed to explain
to the Dominion Council the difficulties which faced the
Institute in complying with their invitation and suggesting
that an opportunity for further discussion be made available
at a later date.
Association Representation on Institute Council — The
general secretary read the next item of the report of the
Committee on Professional Interests which made the fol-
lowing suggestion to Council :
"That it consider the advisability of according the
governing bodies of all provincial associations who have
agreements under By-law 78 the privilege of naming a
representative who shall be a member of both the Associa-
tion and the Institute, and who shall, perhaps for a lim-
ited period, say, two years, be a non-voting member of
the Institute Council. Such an arrangement, if approved
by Council, could easily be effected for the four associa-
tions in Saskatchewan, Nova Scotia, Alberta and New
Brunswick through suitable amendments to existing
agreements.
"The Committee on Professional Interests in submit-
ting this suggestion visualizes the time when the Council
of the Institute will have a non- voting representative from
each of the eight associations, and also from the voluntary
associations with whom agreements are effected pursuant
to the new by-law suggested above. By such a develop-
ment the Council of The Engineering Institute of Canada
would in truth become a real unifying representative
agency for the entire profession in Canada."
From the discussion which followed, it was evident that
all persons present approved of the suggestion but it was
felt that such representatives should be given full voting
powers. Accordingly, it was unanimously resolved that
Council heartily approves of the suggestion contained in the
report of the Committee on Professional Interests regarding
representation on the Institute Council from the professional
associations with whom the Institute has a co-operative
agreement. However, in view of the expressed opinions of
those present that the purpose of this proposal might be
hampered by limiting such representation to non-voting
members, it is suggested that this phase of the proposal be
referred back to the committee for further consideration,
THE ENGINEERING JOURNAL May, 1943
309
and that the committee be asked to make a further report
to Council in the near future.
Council also approved of the committee's suggestion that
steps be taken to bring prominently before the members of
the Institute the significance of the Institute's membership
in the Engineers Council for Professional Development. The
general secretary pointed out that, recently, copies of the
1941 and 1942 annual reports of E.C.P.D. had been dis-
tributed by the Institute to members of Council, branch
chairmen, presidents, deans of engineering and the heads
of engineering departments in the various universities.
Report of Joint Finance Committee in New Brunswick —
The secretary of the Saint John Branch drew the meeting's
attention to the fact that discussions had been underway
with the Association of Professional Engineers of New
Brunswick relative to the amount of the grant to be made
by the Association for the financing of the Institute branches.
An endeavour had been made to arrive at a fixed amount
per joint corporate member rather than using the rebate
basis as established in the Institute by-laws. An amount
had been determined which was acceptable to the branches
and to the Association. It had also been recommended that
the proportion of fees from Juniors and Students, formerly
remitted by the Association to the Headquarters of the
Institute, should in future be paid direct by the Association
to the branches.
A report was presented from the joint finance committee
in which it was stated that the committee accepted the
principle outlined above, but felt that in accordance with
the terms of the agreement it could not specify a definite
per capita rate until the final financial returns from the
Association were available. It was understood that the
minimum amount previously established for the Moncton
Branch would not be affected.
Council agreed that the proposal would be acceptable to
the Institute as long as it met the needs of the branches,
but that the portion of the recommendation from the
branches dealing with the rebates on fees paid by Juniors
and Students should be referred to the Institute finance
committee for decision.
Committee on Civil Defence — The general secretary read
Progress Report No. 7, submitted by the chairman of the
Committee on the Engineering Features of Civil Defence.
This report commented briefly on the various activities of
the committee since the Annual Meeting in February when
the annual report of the committee had been presented.
Regarding the joint submission presented to the prime
minister in November last, President Cameron reported
briefly on the interview which he and the presidents of the
Royal Architectural Institute of Canada and the Canadian
Construction Association had had with the Hon. Mr. Howe.
At that meeting Mr. Howe had undertaken to see that the
matter was brought before the War Committee of the gov-
ernment, and just before Mr. Cameron left Ottawa, Mr.
Howe had informed him that such action had been taken.
Accordingly, the matter is now directly before the govern-
ment, and it is hoped that some action will be taken at an
early date.
A prolonged discussion followed during which Messrs.
Gray, Kirby, Flynn, Crookshank and Kaye described the
A.R.P. work being done in their various communities. Mr.
Gray felt that the services of engineers were not being used
to the greatest advantage by A.R.P. authorities. His com-
mittee had met on several occasions and had twice offered
their services to the local authorities, but so far had not
been asked to assist in any way. Mr. Kirby felt that there
was a great difference of opinion as to what should be done
in the case of air raids. He felt that the Institute should be
taking some definite part in organizing work of this kind.
In President Cameron's opinion the Institute committees
should go ahead without waiting to be asked, and make
surveys of buildings, etc., and prepare reports which would
be available when needed. No group of persons was better
able to make constructive suggestions than the engineers
in a community. Following this exchange of views, the
progress report of the Committee on Civil Defence was
accepted.
The meeting adjourned for lunch at 12.45 p.m.
At two o'clock p.m. the Council reconvened with Presi-
dent Cameron in the chair.
Committee on the Engineer in the Services — The general
secretary presented a progress report from the Committee
on the Engineer in the Services.
The report was discussed at great length, and it was
unanimously agreed that Council accept it and request the
committee to continue its work by preparing the brief which
had been recommended and presenting it to the proper
authorities at Ottawa. The committee's report included a
recommendation that the brief be submitted to President
Cameron and Past-President Young before being presented
to Ottawa.
A letter was read from Councillor Gordon M. Pitts, presi-
dent of the Royal Architectural Institute of Canada, indi-
cating that complaints had also been received from members
of that Institute with reference to the treatment of technical
personnel in the armed services. In order to avoid duplica-
tion he requested that the Institute committee, in making
representations to the government, should speak for the
R.A.I. C. as well as for the Institute. This suggestion was
noted with appreciation and was accepted.
Committee on Industrial Relations — The general secre-
tary read the following letter from the acting secretary of
the Committee on Industrial Relations:
"At a meeting of the Industrial Relations Committee
held on October 16th the Sub-Committee, consisting of
Professors Cameron, Coote and Allcut, was appointed to
draw up a syllabus of a course of instruction on the sub-
ject of industrial relations which could be used for the
purpose of advising the authorities of the Canadian uni-
versities on the desirable features to be incorporated in
any course of instruction on this subject.
"At a meeting of your Committee held to-day in Toronto
it was moved by Professor Allcut, seconded by Professor
Cameron, and carried, 'that the syllabus as prepared by
the Sub-Committee be approved by this Committee and
forwarded to the Council for their approval. If approved
by the Council it will be forwarded to the presidents of
the various universities as the proposed basis for a course
of instruction in industrial relations.'
"I am therefore attaching a copy of the syllabus for
the consideration of the Council, and would appreciate
it very much if it could be considered at the earliest pos-
sible moment.
"If the Council approves of the syllabus as submitted,
this Committee will be glad to draw up a suggested letter
of submission for the Council to be addressed to the
presidents of the various universities."
As the proposed syllabus had been drawn up by three
professors who were particularly well qualified to prepare
such a document, it was unanimously agreed to accept the
recommendations.
At the suggestion of the chairman of the committee, it
was unanimously resolved that Mr. W. H. Munro, of
Ottawa, be appointed a member of the committee.
Financial Statement — It was noted that the financial state-
ment to the end of March showed that the net position was
substantially better than at the same time last year.
Legal Action by Architects against an Engineer — The
Finance Committee reported on a case where the Province
of Quebec Association of Architects had taken action against
Brian R. Perry, consulting engineer, and a member of the
Institute for having designed an industrial building which
it is claimed was in contravention of the architectural legis-
lation of the province. The committee commented on the
seriousness of this restriction on the profession of engineering
and recommended that Council support Mr. Perry in his
defence, making available the services of its solicitor, if
necessary or desirable. The Council unanimously approved
310
May, 1943 THE ENGINEERING JOURNAL
of the recommendation as the case appeared to be against
the entire profession and not just against one member.
Committee on the Young Engineer — A progress report was
presented from Mr. H. F. Bennett, chairman of the Com-
mittee on the Training and Welfare of the Young Engineer,
from which it was noted that in accordance with Council's
instructions, additional copies of the booklet, "The Profes-
sion of Engineering in Canada" had been supplied to the
various universities in order that all applicants for admission
to an engineering school could be presented with a copy.
The chairman of the committee had addressed an enthusi-
astic meeting of the newly formed Junior Section of the
Toronto Branch of the Institute. In his opinion the estab-
lishment of this section indicated a definite step forward in
the Toronto area. The committee recommended that a paper
on "The Engineer in Industry" be prepared for presentation
at the various branches.
Some time ago through the good offices of Past-President
Challies, the Institute had been presented with three thou-
sand pamphlet reprints of the paper, "Standards of Pro-
fessional Relations and Conduct," by Dr. D. W. Mead, a
Past-President of the A.S.C.E. It had been decided to pre-
sent one copy of this pamphlet to each engineering graduate.
These were now being distributed with a special letter to
the deans of engineering at the various universities and a
printed letter to each graduate.
Following some discussion on the work of the local coun-
seling committees, the report of the Committee on the
Young Engineer was accepted and approved.
Transfer of Students and Juniors — A letter was presented
from the secretary of the Peterborough Branch, drawing
attention to the number of Students and Juniors who re-
main in those classifications for many years after they have
become eligible for transfer to a higher classification and, in
many cases, after they cease to be eligible for their present
classification. It was suggested that making certain changes
in the by-laws, the transfer of such Students and Juniors
to their proper classification should be made automatic.
The general secretary stated that this proposal dealt with
a real problem. At Headquarters thousands of letters were
written in an endeavour to get over-age Students and Juniors
to transfer. While there had been a good response during
the past winter, there were still a large number who should
be in a higher classification.
Professor Flynn thought it would be unwise to make such
a radical change during the war, and Mr. Kaye suggested
that this proposal might be referred to the proper committee
for investigation. Following some discussion it was decided
that the general secretary be asked to examine the proposal
submitted by the Peterborough Branch, and submit a report
to Council.
Engineering Journal to all Students — The general secre-
tary read the following letter from the secretary of the
Montreal Branch :
"At the last meeting of the Executive Committee of
the Montreal Branch, the chairman of the Junior Section
Mr." W. W. Ingram passed a suggestion made by his
executive that all Students be made to subscribe to the
Journal at a nominal charge, (when restrictions on paper
are over) in order to better acquaint future engineers with
the activities of the profession, technical and social. He
also stated that if a section in the Journal was expressly
devoted to the activities of Students and Juniors, the
proposal would meet wide spread approval by the student
body.
"The executive of the Montreal Branch heartily ap-
proved the suggestions since it considers this would be
one of the most efficient ways of showing the young engi-
neer the usefulness of the Institute and inducing him to
carry on his membership after graduation. I was directed
to pass on these suggestions for consideration by Council."
Members present were entirely in sympathy with the
proposal, and it was unanimously agreed that Council ap-
proves in principle of the suggestion that all Students should
subscribe to The Engineering Journal at a nominal charge,
and that the matter be referred to the Finance Committee
for consideration and report.
Students and Juniors Prizes — A letter had been received
from Vice-President Murdoch suggesting that it might be
desirable to make the closing date for the submission of
papers for the Students and Juniors prizes later in the season.
Mr. Murdoch now advised that after discussing the matter
with the general secretary he realized that it would not be
practicable to make any change. Discussion followed re-
garding the difficulty in securing papers from Students and
Juniors. President Cameron reported that the branches
in Ontario from which most of the papers were received,
advised that it was necessary to keep constantly in touch
with these young men in order to get them to submit papers.
Dr. Turner found that at the present time the undergradu-
ate, with his C.O.T.C. work in addition to his regular
studies, had very little time to write a thesis. Professor
Flynn reported that the Halifax Branch had contacted
every engineering college in that locality advising the stu-
dents of these prizes. As a result of their efforts they ex-
pected to have only three papers for submission.
Elections and Transfers: A number of applications were
considered and the following elections and transfers were
effected.
Elections
Members : 26
Juniors 8
Students 27
Affiliate 1
Transfers
Juniors to Members 7
Student to Member 1
Students to Juniors 7
In expressing his appreciation of the good attendance at
this Council meeting, President Cameron thanked the
various persons for their constructive contributions to the
discussions, which would be definitely helpful to Council.
On behalf of himself and the other visitors he extended sin-
cere thanks and appreciation of the many courtesies and
the splendid hospitality of the Saint John Branch.
In reply, Vice-President Murdoch stated that the Saint
John Branch and the other maritime branches were greatly
honoured by such visits, and were grateful to the president
and the other officers of the Institute who had accompanied
him.
ELECTIONS AND TRANSFERS
At the meeting of Council held on April 17th, 1943, the following
elections and transfers were effected:
Members
Adamson, Francis Stanley, B.Sc, (Univ. of Man.), asst. engr., City
of Winnipeg, Winnipeg, Man.
Beaudoin, Maurice, B.A.Sc, CE., (Ecole Polytechnique), divn'l
engr., Quebec Roads Dept., Longueuil, Quebec.
Brodie,LeSueur,B.Sc.(McGillUniv.),Major,R.C.O.C., TS02, Dept.
of Mech.Mtce., N.G.O. Branch, Dept. National Defence, Ottawa,
Ont.
Cameron, William John Duncan, B.Sc. (Univ. of Man.), supt.,
Anthes Foundry Ltd., Winnipeg, Man.
Chagnon, Jean-Christophe, B.A.Sc, CE. (Ecole Polytechnique).
engr., Quebec Streams Commission, Montreal, Que.
Christmas, Lynwood MacDonald, B.Sc. (Univ. of N.B.), chief
engr., Dibblee Construction Co. Ltd., Ottawa, Ont.
Ellis, David Edward, B.Sc. (McGill Univ.), asst. district engr.,
Commercial & Distribution Dept., Shawinigan Water & Power Co.
Ltd., Trois-Rivières, Que.
Floyd, Edward (City & Guilds of London Inst.), consltg. mining
engr. to the West Coast Collieries, Vancouver, B.C.
Fournier, Emmanuel Joseph, B.S. (Univ. of Michigan), consltg.
engr., Quebec, P.Q.
Fraser, Kenneth Walker, B.A.Sc. (Univ. of Toronto), Montreal
district mgr., Canadian Westinghouse Co. Ltd., Montreal, Que.
Hare, Wilfred Vlmon, B.A.Sc. (Univ. of Toronto), exec, partner,
Sawyer-Hare Furnace Co., Detroit, Michigan.
THE ENGINEERING JOURNAL May, 1943
311
Hough, Ayton Lloyd, B.Eng. (McGill Univ.), asst. supt., Distribu-
tion Stations, Shawinigan Water & Power Co., Montreal, Que.
Howley, James Thomas, B.Eng. (N.S. Tech. Coll), asst. engr.,
Electrical Dept., Defence Industries, Ltd., Montreal, Que.
Jackson, Clyde Bruce, B.P.ng. (Univ. of Sask), district engr., Alu-
minate Chemicals, Ltd., Toronto, Ont.
Johnson, Robert Ernest Lacey, B.Eng. (McGill Univ), supervising
management engr., Stevenson & Kellogg Ltd., Toronto, Ont.
Kellett, Wilfred Melvin, B.A.Sc. (Univ. of Toronto), prod'n. engr.,
Small Arms Ammunition Administrative Dept., Defence Industries
Ltd., Montreal, Que.
Mainguy, William Francis, B.Sc. (Queen's Univ.), personnel co-
ordinator, Shawinigan Water & Power Co., Montreal, Que.
Moss, Francis, W., B.A.Sc. (Univ. of Toronto), mgr., Ready Mix
Concrete, Ltd., Montreal, Que.
McGee, George Leslie, B.A.Sc. (Univ. of Toronto), supervising
engr. of Aerodromes, Dept. of Transport, Ottawa, Ont.
Paquette, Georges, B.A.Sc, CE. (Ecole Polytechnique), hydro
elect'l operation divn., City of Montreal, Montreal, Que.
Pearson, Arthur, B.Sc. (Glasgow Univ., Scotland), consltg. engr.,
Vancouver, B.C.
Peck, Esmond Hastings, B.Eng. (McGill Univ), junior engr., Water
Resources & Statistical Dept., Shawinigan Water & Power Co. Ltd.,
Montreal, Que.
Salisbury, Ernest Alexander, B.A.Sc. (Univ. of Toronto), asst.
engr. and dftsmn. with G. L. Wallace, consltg. engr., Toronto, Ont.
Smith, Ernest Albert, B.A., M.A. (McMaster Univ.), professor of
industrial chemistry, University of Toronto, Toronto, Ont.
Thomasson, Harry, welding engr., Canadian Westinghouse Co. Ltd.,
Hamilton, Ont.
Veale, Frederic James, B.Sc. (Queen's Univ.), supt. of waterworks,
City of Hamilton, Hamilton, Ont.
Webster, Gordon Burville, B.Sc. (Queen's Univ.), chief field engr.;
A. G. McKee Co., Sault Ste. Marie, Ont.
Wyatt, Digby, B.A.Sc. (Univ. of Toronto), regional representative,
Wartime Bureau of Technical Personnel, Toronto, Ont.
Juniors
Boultbee, James Greer, B.A.Sc. (Univ. of Toronto), wing fittings
supervisor, Federal Aircraft Ltd., Montreal, Que.
FeifTer, Fred, B.Sc. (Univ. of Sask.), optical shops tool engr., Re-
search Enterprises Ltd., Toronto, Ont.
Keil, Hugh Douglas, B.A.Sc. (Univ. of B.C.), elec'l engr., Canadian
Industries Ltd., Windsor, Ont.
Perry, Frederick Lloyd, B.Sc. (Queen's Univ.), asst. engr. of process
control, Imperial Oil Co. Ltd., Imperoyal, Halifax, N.S.
Reynolds, John Windley, B.Sc. (Mining), (Univ. of Alta.), Lieut.,
R.C.E., Suffield, Alta.
Wong, Walter James, B.Eng. (McGill Univ.), reinforced concrete
designer, General Engrg. Dept., Aluminum Co. of Canada, Mont-
real, Que.
Affiliate
Breese, Rupert Walter, of 245 Elm Ave., Westmount; now R.C.A.F.
Station C.A.P.O. No. 4, Overseas.
Transferred from the class of Junior to that of Member
Craig, Carleton, B.Eng., M.Eng. (McGill Univ.), tech. asst. to
Director-General, Army Engrg. Design Branch, Dept. of Munitions
and Supply, Ottawa.
Davidson, Arthur Campbell, B.Sc, E.E. (Univ. of Man.), Captain,
Royal Canadian Engineers, Toronto, Ont.
Gale, Frederic Tyner, B.Sc. (Univ. of Alta.), engr., Calgary Power
Co. Ltd., Calgary, Alta.
Lawson, George Whytall, B.A.Sc. (Univ. of Toronto), mtce. engr.,
Defence Industries, Ltd., Brownsburg, Que.
Nesbitt, William Paul, B.Sc. (Queen's Univ.), mech. supt., Howard
Smith Paper Mills, Cornwall, Ont.
Rettie, James Robert, B.Sc. (Univ. of Man.), constrn. engr., Fraser
Brace Ltd., LaTuque, Quebec.
Simmons, Herbert John, B.Sc. (Queen's Univ.), supt. and pro-
duction mgr., General Steel Wares Ltd., London, Ont.
Transferred from the class of Student to that of Member
Park, Fillmore Robert, B.Sc. (Univ. of Alta.), junior research engr.,
National Research Council, Ottawa, Ont.
Transferred from the class of Student to that of Junior
Bateman, Leonard Arthur, B.Sc. (Univ. of Man.), junior engr.,
City of Winnipeg Hydro Electric System, Winnipeg, Man.
Harding, Herman, B.Sc. (Univ. of Saskatchewan), engr., Founda-
tion Co. of Canada, Shipshaw, Que.
Lancefield, Harold Allan, B.Sc (Univ. of Sask.), Pilot Officer,
R.C.A.F., Aeronautical Engrg. Branch, Montreal, Que.
Lee, John Douglas, B.Sc. (Queen's Univ.), M.Sc. (State Univ. of
Iowa), lecturer, Dept. of Civil Engrg., Queen's University, Kingston,
Ont.
Moore, John Beverly, B.A.Sc. (Univ. of Toronto), designer, Arthur
G. McKee & Co., 2300 Chester Ave., Cleveland, Ohio.
Shisko, Nicholas, B.Sc. (Queen's Univ.), plant engr., Steel Co. of
Canada, Gananoque, Ont.
Tucker, Robert Norman, B.A. (McMaster Univ.), elec'l engr.,
Hydro Electric Power Commission, Toronto, Ont.
Students Admitted
Acker, Sydney Eugene (Univ. of N.B.), 251 York St., Fredericton,
N.B.
Allen, James Lawrence (McGill Univ.), McConnell, Man.
\llin. Arthur Daniel (Univ. of Toronto), 16 Oakview Ave., Toronto,
Ont.
Avers, Ralph Elwyn (Univ. of N.B.), 685 Charlotte St., Fredericton,
N.B.
Baker, Donald Blair (McGill Univ.), 3620 Durocher St., Montreal,
Que.
Beattie, Ira Macintosh (Univ. of N.B.), 685 Charlotte St., Frederic-
ton, N.B.
Bessant, William Edward (Univ. of Toronto), 388 Jane St., Toron-
to, Ont.
Chappell, Douglas S. (Univ. of Toronto), 40 College St., Toronto,
Ont.
Cogsley, Roscoe Cochrane (Univ. of N.B.), 669 Scully St., Frederic-
ton, N.B.
Cyr, William Henry (McGill LTniv.), Grande Ligne, Quebec.
DesLauriers, Edouard Ubald (Ecole Polytechnique), 1430 St. Denis
St., Montreal.
Dimock, Randall Leigh (McGill Univ.), 2150 Tupper St., Montreal,
Que.
Farmer, Alan T. (McGill Univ.), 30 Maple Ave., Ste. Anne de
Bellevue, Que.
Garceau, J. Gilles (McGill Univ.), 3567 Peel St., Montreal, Qvie.
Hamlin, Donald Latham Blacker, (Univ. of Toronto), 77 Stibbard
Ave., Toronto, Ont.
McArthur, Jack Llewellyn, B.A.Sc, (Univ. of Toronto), engrg.
staff, Montreal Terminals divn. of C.N.R., 891 Notre Dame St.,
Montreal, Que.
Norton, Harold Arthur, (McGill Univ.), 4165 Marcil Ave.,
Montreal, Que.
Stewart, James Johnston, (McGill Univ.), 5876 Notre Dame St.
East, Montreal, Que.
Stone, Rodney Edward (Univ. of N.B.), 492 George St., Frederic-
ton, N.B.
Swarek, Martin (Univ. of Man.), 124 Hallet St., Winnipeg, Man.
Ward, Frank Lindsay (Univ. of N.B.), 514 Regent St., Fredericton,
N.B.
Weintraub, Joseph Mortimer (McGill Univ.), 136 Villeneuve
West, Montreal, Que.
Whaley, Claire Edward (Univ. of Man.), Ste. 14, Carlyle Apts.
Winnipeg, Man.
Wildi, Theodore (McGill Univ.), 10405 St. Vital Blvd., Montreal,
Que.
Woods, Jack (McGill Univ.), 5990 Durocher, Apt. 8, Outremont,
Que.
Zides, Murray (Univ. of N.B.), 246 Charlotte St., Fredericton, N.B.
312
May, 1943 THE ENGINEERING JOURNAL
Personals
R. A. C. Henry, M.E.I. c, vice-president of the Montreal
Light, Heat and Power Consolidated, has been appointed
president of Defence Communications Limited, a crown
company recently established to co-ordinate "certain tele-
graph, telephone and other communications systems in
Canada on behalf of the armed forces and to provide addi-
tional equipment for such systems."
De Gaspé Beaubien, m.e.i.c, consulting engineer of Mont-
real, has been appointed a member of the board of Defence
Communications Limited. Mr. Beaubien is a past vice-
president of the Institute and a member of the Finance
Committee.
Past President Dr. Charles Camsell, m.e.i.c, deputy
minister, Department of Mines and Resources, Ottawa,
travelled to the West recently to discuss, with the British
Columbia and Alberta governments, arrangements for assem-
bling and studying data for use in planning the future or-
derly development of territory adjacent to the Canadian
section of the Alaska highway.
Studies along this line "are under way and will be con-
tinued during the coming spring and summer by Canadian
Government officials," said a departmental announcement
of Dr. Camsell's trip.
The deputy minister is head of the Canadian representa-
tion on the North Pacific Planning Projects, establishment
of which was announced some time ago. James C. Rettie
of Portland, Ore., is directing similar work in connection
with United States territories along the highway route,
and Dr. Camsell will hold conferences with him.
Dugald Cameron, m.e.i.c, has been appointed chairman
of a Technical Advisory Committee to the Citadel Mer-
chandising Company Limited, a crown company established
early in the war for the procurement and distribution of
machine tools to the various war projects. Mr. Cameron is
the manager of the Toronto office of Citadel.
Dr. Augustin Frigon, m.e.i.c, assistant general manager
of the Canadian Broadcasting Corporation, has been loaned
to the Government of Jamaica by the Canadian authorities
to help Jamaica to extend its radio services.
The island government has had m mind this expansion
for some time and requested the External Affairs Depart-
ment at Ottawa to approach the Canadian Broadcasting
Corporation to see if Dr. Frigon could come to Jamaica.
It was felt he could advise the authorities from both a
technical and administrative point of view. To this request
Canada acceded, and Dr. Frigon is now in Jamaica.
After Dr. Frigon's report has been prepared, it is antici-
pated the Canadian Broadcasting Corporation may be in-
vited to participate in organizing not only a broadcasting
system for Jamaica, but extending it to the West Indies.
W. A. Winfield, m.e.i.c, president of the Maritime Tele-
graph and Telephone Company Limited, Halifax, has re-
cently been made a director of the Bank of Nova Scotia.
Joining the Nova Scotia Telephone Company in 1886, Mr.
Winfield became eastern superintendent in 1900. From 1903
to 1909 he was general manager of the Telephone Company
of Prince Edward Island. In 1909, he was appointed district
superintendent of the Cape Breton division of the Maritime
Telegraph and Telephone Company and, in 1917, he became
general superintendent of plant with the company. In 1935,
he was appointed general manager and not very long ago he
became president of his company.
Lieutenant-Colonel H. R. Lynn, b.c.e., m.e.i.c, has re- •
turned from England recently to take the post of G.S.O. 1
Weapons, at National Defence Headquarters, Ottawa.
Colonel Lynn, who is president of Lynn-McLeod Engi-
neering Limited, and Steel Foundries, Thetford Mines, Que.,
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
reported for military duty at the outbreak of war to com-
mand 5th Army Troops Coy., R.C.E. He was appointed
Second-in-Command of the 1st Battalion, R.C.E. , and pro-
ceeded overseas in May 1940. From the date of Dunkerque,
he was engaged in a great variety of military engineering
work such as defence, reconstruction, etc. He was appointed
president of the Trade Boards for the Corps of Engineers
in England and, in this capacity, completed the classifica-
tion of all such personnel and established the required
system in accordance with Routine Orders. Appointed to
command the 1st Battalion R.C.E., in July 1941, he carried
out preliminary research work and development of secret
weapons for the Canadian and the British Army. In May
1942, he relinquished the command of his battalion to give
Lieut.-Col. H. R. Lynn, R.C.E., M.E.I.C.
his full time to weapon development under the immediate
direction of the Army Commander and the Chief Engineer,
Canadian Army. In this capacity, he carried out experi-
mental work in association with the British authorities until,
after completion of the required development, he was ap-
pointed to his present post.
It is interesting to note that Colonel Lynn is a successful
painter. While in England, he produced a number of sketches
in oils of London under the "blitz." One has been submitted
to the War Art Exhibition in London to be, at a later date,
auctioned for the benefit of maimed children in London's
East End. The subject of this particular sketch is "St.
Paul's Cathedral during the Blitz as Mewed from the East
End."
Charles Scrymgeour, m.e.i.c, the newly elected councillor
of the Institute for the Halifax Branch, was erroneously re-
ported in the March Journal as being refinery engineer with
the Imperial Oil Refineries Limited, at Dartmouth, N.S.
Mr. Scrymgeour has been with the company since 1921. He
became refinery engineer in 1929 and in 1939 he was ap-
pointed assistant superintendent. At the present time he
occupies the position of acting superintendent which he
took over when Mr. R. L. Dunsmore, m.e.i.c, joined the
Royal Canadian Navy, last February.
A. W. Whitaker, m.e.i.c, chief engineer and general man-
ager of Aluminum Company of Canada Limited, Montreal,
has recently been made vice-president of the company. A
graduate in chemical engineering from the University of
Pennsylvania, he joined the company in July, 1913, as a
THE ENGINEERING JOURNAL May, 1943
313
research engineer. In 1926, he became superintendent of
the newly built carbon plant at Arvida, Que., and in 1928
was made superintendent of the Arvida ore plant. In 1920,
Mr. Whitaker became manager of the Arvida works, which
post he held until 1939 when he was appointed chief engi-
neer of the company.
Late in 1940, he became general manager which duties
he has combined with those of chief engineer.
McNeely DuBose, m.e.i.c, manager of power, Aluminum
Company of Canada, Limited, Montreal, has been made a
vice-president of Aluminum Company of Canada Limited
as well as vice-president of Aluminum Power Company
Limited. Born in North Carolina, U.S.A., Mr. DuBose was
educated at the North Carolina State College, Raleigh,
where he received the degree of Bachelor of Engineering in
1912. He was with various power companies in the United
at Bermuda. He came to Newfoundland from England, in
1937, as technical superintendent of the Trans-Atlantic Air
Base at Botwood, Newfoundland, for the civil aviation
branch of the Air Ministry, London. In March, 1942, he
was transferred from the civil aviation branch of the Air
Ministry to the Royal Air Force as signals officer at Gander,
Nfld. In November, 1942, he was posted at Bermuda with
the Royal Air Force Ferry Command, now the Atlantic
Transport Group.
Pilot Officer R. H. Ransom, m.e.i.c, is at present visual
Link trainer instructor at No. 3 Initial Training School,
R.C.A.F., Victoriaville, Que.
W. A. Messenger, m.e.i.c, has recently been appointed
director of operations of the Barrett Company Limited, in
charge of plants located at Joliette, Montreal, Toronto,
A. W. Whitaker, M.E.I.C.
McNeely DuBose, M.E.I.C.
Squadron-Leader D. S. Jacobs, D.F.C., S.E.I.C.
States and in 1919 became superintendent of the Talassee
Power Company. He came to Canada in 1925 as superin-
tendent of the Aluminum Company of Canada, Limited.
In 1926 he was made general superintendent of the Saguenay
Power Company Limited, at Arvida, Que. A few years ago,
Mr. DuBose came to Montreal to take charge of the power
department of Aluminum Company of Canada, Limited.
In 1940 and 1941, he was a vice-president of the Institute
for the province of Quebec. In 1941-42, he was president
of the Canadian Electrical Association.
W. H. M. Laughlin, m.e.i.c, was elected chairman of the
Toronto Branch of the Institute at the annual meeting of
the branch, last month. A graduate in engineering from the
University of Toronto in the class of 1927, Mr. Laughlin
has been with the Dominion Bridge Company Limited, at
Toronto since his graduation. He first joined as a strutcural
designer and estimator and now occupies the position of
designing engineer. He is also demonstrator in civil engi-
neering at the University of Toronto.
Mr. Laughlin has been active in the Toronto Branch for
several years having been a member of the Executive Com-
mittee and having participated in the organization of the
recent annual meeting of the Institute in Toronto.
Otto Holden, m.e.i.c, chief hydraulic engineer of the
Hydro Electric Power Commission of Ontario was elected
president of the Royal Canadian Institute at the annual
meeting held last month in Toronto.
Flight Lieutenant K. Y. Lockhead, m.e.i.c, is now at-
tached to the Directorate of Aeronautical Engineering at
the Royal Canadian Air Force headquarters, Ottawa. He
was previously located at Alliford Bay, B.C., as chief en-
gineer officer of the station.
Flight Lieutenant C. M. Brant, m.e.i.c, is at present
signals officer with the R.A.F. Atlantic Transport Group
Winnipeg and Vancouver. He was formerly superintendent
of the Montreal plant having joined the Barrett Company
in 1940. He is a graduate from McGill University, in the
class of 1922. Mr. Messenger's headquarters are at the
Montreal plant.
Major F. J. Delaute, o.b.e., m.e.i.c, of Sarasota, Florida,
is doing voluntary work for the U.S.A. Coast Guard Aux-
iliary, teaching junior members the use of navigation instru-
ments. Before retiring to Florida a few years ago, Mr.
Delaute was located in Montreal. For a great many years
previously, he was employed in the Department of Marine
and Fisheries at Ottawa.
Second-Lieutenant D. S. Estabrooks, m.e.i.c, is at
present in training at the Officers Training Centre at Brock-
ville, Ont. Before enlisting, Mr. Estabrooks was employed
with Price Brothers & Company, Limited, at Riverbend,
Que. He was secretary-treasurer of the Saguenay Branch
of the Institute.
John Lovell, m.e.i.c, has joined the staff of Defence In-
dustries Limited, Montreal, as a mechanical draughtsman.
He was employed previously with the Hamilton Bridge
Company, Limited, at Hamilton, Ont.
Squadron-Leader J. S. Motherwell, jr.E.i.c, has been
transferred from No. 17 Aeronautical Inspection District,
Moncton, N.B., and is presently located at No. 11 Aero-
nautical Inspection District, at Montreal. Before the war,
he was employed with the Dominion Engineering Company
Limited, Montreal.
Flight-Lieutenant André Aird, Jr.E.i.c, has been posted
at No. 4 Air Training Command R.C.A.F., at Calgary, Alta.
He was previously stationed at No. 9 Repair Depot, St.
John's, Que.
314
May, 1943 THE ENGINEERING JOURNAL
Second-Lieutenant F. W. B. Shaw, jr.E.l.c, has joined
the Royal Canadian Ordnance Corps and is at present
training at the Officers Training Centre, Brockville, Ont.
Flying-Officer M. C. Edwards, Jr.E.l.c, of the R.C.A.F.
is at present stationed at Seattle, Wash.
Paul Cadrin, Jr.E.l.c.,' is now assistant superintendent of
production with Dominion Rubber Munitions, Limited, at
Cap-de-la-Madeleine, Que. He was previously employed
with Sorel Industries Limited, Sorel, on the manufacture
of 25 pr. guns. Mr. Cadrin spent a three-week training period
in Des Moines, Iowa, with U.S. Rubber Company, before
taking his present position. He is a graduate from the Ecole
Polytechnique in the class of 1936.
Leslie Wiebe, Jr.E.l.c, has left the employ of MacDonald
Aircraft Limited, Winnipeg, Man., where he held the posi-
tion of chief draughtsman in charge of the engineering de-
partment, and is now employed with Neon Products of
Western Canada Limited, Vancouver, B.C. He has been
temporarily placed in charge of design in the Toronto office
of the company.
Squadron-Leader, D. S. Jacobs, S.E.I.C, has recently
been awarded the D.F.C. The citation reads as follows:
"Squadron-Leader Jacobs has a fine operational record. He
has participated in attacks on the enemy's most heavily
defended targets, including Essen, Bremen, Hamburg, and
Cologne. On one occasion during an operational sortie against
a target in Italy, his rear turret became unserviceable when
far across France. ■
"With his aircraft almost defenceless this officer proceeded
on his mission and successfully bombed the target. Again
on another occasion when crossing the coast on the out-
ward journey to Hamburg, Jacob's aircraft was engaged by
anti-aircraft fire for forty minutes. With great determina-
tion he flew on and completed his mission. This officer by
such exhibition of courage and skill has set a splendid ex-
ample to other crews."
Squadron-Leader Jacobs was born in Winnipeg and edu-
cated at McGill University, Montreal, where he graduated
in 1937. He did post-graduate work in France for a year
and, returning to Canada, joined the Canadian Liquid Air
Company, at Toronto. He enlisted soon after the war broke
out. After training in Winnipeg and Toronto, he received
his wings at Camp Borden in 1940. He was an instructor in
Calgary and took advance training at Trenton before going
overseas in March 1942. He is the son of L. C. Jacobs,
M.E.i.c, director of the Defence Projects Construction
Branch of the Department of Munitions and Supply,
Ottawa.
Major Guy Savard, s.E.i.c, of the First Armoured Regi-
ment (Royal Canadian Dragoons) has been overseas since
November 1941. Before enlisting, Major Savard was with
Canadian Liquid Air Company, in Montreal. Graduating
from Royal Military College, Kingston, in 1937, he went
to France and did post-graduate work in welding. Major
Savard enlisted shortly after the outbreak of war.
Captain R. W. Morris, s.E.i.c, is a Canadian Liaison
Officer in the Royal Canadian Ordnance Corps overseas.
He graduated in electrical engineering from the University
of Manitoba in 1940.
Lieutenant J. K. French, s.E.i.c, is now overseas with
the Royal Canadian Ordnance Corps. The son of Professor
R. De. L. French, m.e.i.c, he is a graduate in mechanical
engineering from McGill University, in the class of 1940.
Alex. F. McLean, s.E.i.c, has joined the staff of Canadian
Vickers Limited in the electrical department, at Montreal.
He was previously employed with Defence Industries Lim-
ited, at Winnipeg, Man. He is a graduate of the University
of Toronto in the class of 1940.
D. L. Mackinnon, s.E.i.c, of Foundation Company of
Canada Limited, is now in the Montreal office of the com-
pany having returned from Shipshaw, Que.
In the list recently issued by the National Research Council,
of bursaries awarded for post-graduate work appeared the
following names of members of the Institute who will spec-
ialize as indicated: A. R. Auger, s.E.i.c, from the Ecole
Polytechnique, in mechanical engineering; C. E. Brunette,
s.E.i.c, from Ecole Polytechnique, in chemistry; Francis
Chadillon s.E.i.c, from Ecole Polytechnique, in chemistry;
Fernand Labrosse, s.E.i.c, from Ecole Polytechnique, in
electrical engineering.
John B. Moore, s.E.i.c, is now chief field engineer for
Arthur G. McKee & Company, at Port Arthur, Texas, on
the construction of a refinery for the manufacture of 100-
octane gasoline. He graduated from the University of
Toronto, in the class of 1940.
Lucien Bélanger, s.E.i.c, joined the staff of the Dominion
Rubber Company, Limited, Montreal, last February. He
graduated from the Ecole Polytechnique in 1942.
Robert W. Kraft, s.E.i.c, is now with the Aluminum Com-
pany of Canada Limited, at Arvida, having been recently
transferred from Aluminum Laboratories Limited, Kingston.
VISITORS TO HEADQUARTERS
Gilbert G. Murdoch, m.e.i.c, consulting engineer, Saint
John, N.B., vice-president of the Institute, on April 7th.
D. M. Stephens, m.e.i.c, deputy minister, Department of
Mines and Natural Resources, Winnipeg, Man., on April 7th.
Bruce B. Shier, m.e.i.c, assistant to the sales manager,
Canadian Telephones and Supplies Limited, Toronto, Ont.,
on April 10th.
C. H. S. Venart, m.e.i.c, Toronto, Ont., on April 13th.
A. A. Turnbull, m.e.i.c, New Brunswick Telephone Com-
pany, Saint John, N.B., on April 14th.
Past President E. A. Cleveland, m.e.i.c, chief commis-
sioner, Greater Vancouver Water District, Vancouver, B.C.,
on April 14th.
Robert W. Angus, m.e.i.c, head of department and pro-
fessor of mechanical engineering. University of Toronto,
Toronto, Ont., on April 16th.
M. J. McHenry, m.e.i.c, director, sales promotion, Hydro-
Electric Power Commission of Ontario, Toronto, Ont., on
April 16th.
E. C. Hay, m.e.i.c, electrical engineer, Army Engineering
branch, Department of Munitions and Supply, Ottawa,
Ont., on April 16th.
C. F. Morrison, m.e.i.c, assistant professor of civil engi-
neering, University of Toronto,Toronto, Ont., on April 19th.
E. M. Nason, m.e.i.c, St. John, N.B., on April 21st.
Gilbert Manseau, jr.E.l.c, Aluminum Company of Can-
ada Limited, Arvida, Que., on April 21st.
Pavd Vincent, m.e.i.c, chief, technical section, Depart-
ment of Colonization of Quebec, Quebec, Secretary Treas-
urer, Quebec Branch of the Institute, on April 24th.
E. E. Wheatley, m.e.i.c, Grand'Mère, Que., on April 28th.
H. Harding, Jr.E.l.c, Foundation Company of Canada
Limited, Shipshaw, Que., on April 28th.
F. L. Black, jr.E.l.c, Consolidated Paper Corp., Shawinigan
Falls, Que., on April 29th.
T. Walter Houghton, jr.E.l.c, Canada Paper Company,
Beauharnois, Que., on April 30th.
R. de B. Corriveau, m.e.i.c, Ottawa, Ont., on May 1st.
J. R. Rettie, m.e.i.c, Fraser Brace Limited, La Tuque,
Que., on May 3rd.
THE ENGINEERING JOURNAL May, 1943
315
Obituary
The sympathy of the Institute is extended to the relatives
of those whose passing is recorded here.
G. J. William Campbell, m.e.i.c, died suddenly at his
office in Halifax on March 30th, 1943. Born at Dartmouth,
N.S., on July 31st, 1870, he studied engineering at the
Ohio Northern University where he graduated in civil engi-
neering, in 1914. Before going to college he had been engaged
in municipal engineering work with the town of Sydney
Mines, N.S. In 1914 and 1915 he was engaged in land sur-
veying in Nova Scotia. In 1916 he was with the Royal
Canadian Engineers on construction work. In 1917, Mr.
Campbell was with the Nova Scotia Tramway & Power
Company in Halifax on designing and construction work
and in 1917 and 1918 he was on the staff of the city engi-
neer of Halifax. He was appointed town engineer at Truro,
N.S., in 1918 and remained in this position until 1929 when
he joined the Halifax Harbour Commission. In 1935 he
was appointed a resident engineer of the Department of
Highway of the province of Nova Scotia at Sydney.
At the outbreak of war, Mr. Campbell joined the engi-
neering staff of the Department of Defence for Air and at
William Campbell, M.E.I.C.
the time of his death he was stationed at Eastern Air Com-
mand Headquarters at Halifax.
Mr. Campbell joined the Institute as an Associate Mem-
ber in 1905 and he was transferred to Member in 1925. He
was a member of the Association of Professional Engineers
of Nova Scotia.
URBAN TRANSPORTATION
(Continued from page 263)
to take care of the abnormal increase in passenger traffic.
It was soon realized that staggering the hours of work
of part of the population had become necessary.
During certain periods, morning and evening, transit
companies have to carry 40 to 50 per cent of their passen-
gers. Before the war these rush-hour periods were quite
short, about two hours in the morning and two hours at
night, and, in some cities, even shorter; transit vehicles
were even then loaded to capacity. To carry the large in-
creases in the number of passengers in the same lapse of
time, with a relatively small increase in the number of
vehicles, was simply impossible. Staggering hours of work
in order to spread the rush hours over longer periods had
to be arranged.
Soon after the outbreak of war, transit companies en-
deavoured to make arrangements with new war plants to
select hours of shift changes so that they would not conflict
with the peak hours of the system. Industrial establishments
generally showed an excellent spirit of co-operation in this
respect.
During the year 1941, the Canadian Government, viewing
with great concern the situation confronting urban and
suburban transportation companies, appointed a Transit
Controller for the whole of Canada. An Associate Controller
and deputy controllers were also appointed to act in different
parts of the country. One of the duties of the Controller
is to regulate hours of work when he deems it necessary.
Since then, the working hours of large numbers of employees
in many cities of Canada have been so re-arranged to im-
prove traffic conditions. These changes cover industrial
plants, departmental stores, insurance companies, banking
firms, public utility companies, schools, and many others.
In all cases, the co-operation of the people affected was
willingly given.
Such staggering of hours of work has to be done with
great care, and only after extensive studies covering each
case. As an example, in one city a complete survey was made
of the travelling habits, working hours and residence of
110,000 workers in 257 plants. With this information, it
was possible to determine in advance, with reasonable
accuracy, the effect of changing working hours in any of
these plants.
What further difficulties transit companies will have to
meet in the future is difficult to predict. In spite of the all-
time record year of 1942, monthly passengers carried during
the early months of 1943 show an increase of 15 to 20 per
cent over the same period last year. Additional staggering
of working hours will have to be put in force. In order to
enable transit companies to provide transportation of the
workers, specially those engaged in war work, every citizen
that can do so, will have to avoid travelling during rush
hour periods.
The public deserves thanks for its co-operation in helping
to overcome present difficulties and will, no doubt, continue
to assist in this way. Transit companies, on their part, will
spare no effort to furnish the population of Canada with
the best service possible under present circumstances.
316
May, 1943 THE ENGINEERING JOURNAL
News of the Branches.
BORDER CITIES
\V. R. Stickney, m.e.i.c.
J. F. Blowey, m.e.i.c.
Secretary-Treasurer
Branch News Editor
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
The monthly dinner meeting of the Border Cities Branch
was held February 19th at the Prince Edward Hotel.
Twenty-nine members and guests were present for the
dinner and 10 additional members and guests for the
meeting.
Mr. Medlar called on Mr. Wilson to introduce the speaker
for the evening, Mr. A. G. Turnbull, commercial engineer
in charge of industrial control, Canadian General Electric
Company. His topic for the evening was Electronics in
Industry, and he illustrated his talk with many interesting
slides of control equipment and devices.
Mr. Turnbull introduced his subject by saying, "The
science of electronics, although new to the public, is not new
to the engineering profession; its fields of use are many
and varied. Electrical controls are often called the brains
of industry. It makes possible new methods of industrial
control. Photo-electric relays, for example, are so numerous
they can scarcely be listed." Slides were shown of weighing,
inspecting, sorting and testing control relays. Burglar alarm
systems and intruder controls, lighting controls, and cloth
straightening machines controlled by photo-electric relays
were also shown. Very ingenious methods of printing and
pasting labels on packages of any description were ex-
plained and described with the help of slides.
The speeds of electric motors can now be controlled most
accurately by electronic devices. Electronic rectifiers and
converters are now on the market. These make a very neat
and compact installation and are in great demand in the
electro-metallurgical industries.
One of the latest developments — the electronic micro-
scope, will measure one millionth of an inch. This has proven
of inestimable value in determining the structure of various
compounds.
Mr. Turnbull pointed out that with a good imagination
and an elementary knowledge of electronics, there was prac-
tically no limit to the types of electronic control an engineer
could devise.
CALGARY BRANCH
K. W. Mitchell, m.e.i.c. -
J. N. Ford, m.e.i.c.
Secretary-Treasurer
Branch News Editor
The annual meeting of the Calgary Branch held at the
Renfrew Club on Saturday, March 13th, 1943, proved to
be most successful. It has been the practice of the Branch
to hold an afternoon business meeting annually. This year
a combined business, dinner and social evening was held
with the result that a new attendance record was set.
The meeting began with a general discussion of the re-
ports submitted by the various committees acting through-
out the past year. This discussion was followed by the elec-
tion of officers for the coming season. The list appears at
the beginning of this issue.
J. McMillan expressed the appreciation of the members
to the outgoing officers and committees for the excellent
work done during their term of office.
HALIFAX BRANCH
S. W. Gray, m.e.i.c. -
D. C. V. Duff, m.e.i.c.
Secretary-Treasurer
Branch News Editor
The regular monthly joint dinner meeting of the Halifax
Branch of the Institute and the Association of Professional
Engineers of Nova Scotia was held in the Halifax Hotel on
Monday, April 19, 1943. Professor A. E. Flynn, chairman
of the Branch, presided.
This year's president of The Engineering Institute of
Canada, K. M. Cameron, Chief Engineer of the Dominion
Department of Public Works, accompanied by General Sec-
retary Dr. L. Austin Wright and E.I.C. councillors, were
guests of the branch. The Hon. L. D. Currie, Minister of
Mines and Labour, was present to welcome the president
and his party on behalf of the Government of Nova Scotia.
Deputy-Mayor G. S. Kinley extended welcome on behalf
of the City of Halifax.
The president addressed Institute members on the present
and post-war problems of engineers. He reviewed in brief
the various committees that already are active or in status
of organization in an effort to effectively solve and prepare
for the many problems that Canada will face in the period
of transition as well as the post-war years. For this great
task ahead he stressed the need for engineers, not only in
technical capacity but in every way that will serve our
country best. "If there is anything that we, as engineers,
can do to serve our country, we are here to do it," he re-
marked. He paid tribute to the work being done by our
universities and congratulated Dr. F. H. Sexton, president
of Nova Scotia Technical College, on the splendid work
he had done there. The entire province may well be proud
of that work.
The president concluded his address by a statement of
faith in the future of Canada — that she will continue to
grow and that engineers will play a vital part in the post-
war reforms.
The general secretary, Dr. L. Austin Wright, spoke to
members on the activities of the Institute. Committees on
Civil Defence, Post-War Problems, Industrial Relations
and Status of Engineers in the Services have all been formed
and are active.
Honourable L. D. Currie, Minister of Mines and Labour,
welcomed the Institute members on behalf of the Govern-
ment of Nova Scotia, and .stated that the Government was
fully conscious of the part played by engineers in the life
of the province and of the community. He was of the opinion
that engineers should take more interest in public life be-
cause their training develops orderly habits of mind not
present in most professions or trades.
Deputy-Minister G. S. Kinley welcomed the members
and he stated that Halifax as well as the rest of the Dominion
would depend on the ability of the engineers after the war.
The meeting was attended by one hundred and forty
members. The Nick Shoester Ensemble rendered musical
selections during the dinner period.
The president and his party, together with the Council
of the Association of Professional Engineers of Nova Scotia,
were guests of the Halifax Branch Executive at a luncheon
meeting held in the Nova Scotian Hotel earlier in the day.
HAMILTON BRANCH
W. E. Brown, m.e.i.c. - Secretary-Treasurer
L. C. Sentance, m.e.i.c. - Branch News Editor
At a joint dinner meeting held on April 7th, at the Royal
Connaught Hotel, 150 members of the American Water
Works Association, and the Hamilton Branch of the Insti-
tute were privileged to hear a comprehensive and instructive
address on Welding — A Conservation, Salvage and
Reclamation Tool by Mr. H. Thomasson, welding engi-
neer, of the Canadian Westinghouse Company.
The speaker qualified his use of the word "welding" to
include all methods of joining metals except the mechanical
ones — bolting and rivetting. Five separate sections covering
various metals to be joined, were treated by Mr. Thomasson
who made liberal use of slides and actual exhibits of the
welder's art.
In the case of low carbon steels, the art has advanced to
THE ENGINEERING JOURNAL May, 1943
317
such an extent that, at present, problems encountered arc
chiefly those of economics and ingenuity. A conservation
of such materials by reduction of machining losses has been
made possible by a comparatively recent development,
furnace brazing, wherein parts are brazed together in a
controlled atmosphere furnace, which produces a joint com-
parable in strength to the parent material.
In his remarks on non-ferrous metals, Mr. Thomasson
stressed the value of the carbon arc process in the welding
of copper alloys. He also outlined in some detail the tech-
nique of both reaction soldering, and arc welding of that
strategic material, aluminum.
The joining of cast irons has been accomplished satisfac-
torily by several methods, but the use of manganese bronze
brazing by means of the oxyacetylene process was advo-
cated for the majority of problems. Where repairs must be
made without dismantling a machine, the electric arc
method could be used to advantage.
Recent developments in the art of welding medium carbon
and alloy steels, such as used in the production of high grade
machine parts, have proved so successful that a powerful
production and reclamation tool has become available to
users of such steels. A thermal cycle involving preheating,
welding, cooling, and stress relieving or tempering must
be rigidly followed, however, to ensure success.
The repair of high speed cutting tools was dealt with in
three sections, and the speaker outlined each in detail, ex-
hibiting many interesting and ingenious examples of tool
salvage. The first group, broken tools of slender section,
could be satisfactorily repaired by the low-temperature sil-
ver soldering process. The second group, involving tools
which have broken at some distance from the cutting edge,
were simply repaired by welding on shanks or tangs. The
third group, tools requiring repairs to the cutting edges,
could be built up by the electric arc process, using a high
speed steel welding rod.
Mr. Thomasson concluded his remarks with a description
of a method for eliminating welding rod stub end losses.
This method, employed on work under the speaker's super-
vision, has shown savings of critical welding rod in the
amount of 15,000 to 20,000 lbs. per year.
Friday, April 16th, marked the occasion of the Annual
Joint Meeting of the Toronto Branch of the American Insti-
tute of Electrical Engineers, and the Hamilton Branch of
the Institute. As in former years, the Canadian Westing-
house Company was host to the gathering, which num-
bered 165.
An excellent supper was served in the company's West
Plant Cafeteria, and the meeting was subsequently called
to order by T. S. Glover, chairman of the Hamilton Branch
of The Engineering Institute.
E. M. Coles, vice-president of the Canadian Westing-
house Company, welcomed the assemblage on behalf of the
company. T. S. Glover for the Institute, and D. W. Cal-
lander, chairman of the Toronto Branch of the A.I.E.E.,
spoke briefly; Mr. Callander introduced the speaker of the
evening, Dr. D. R. Kellogg.
Dr. Kellogg, assistant to the manager, Engineering Labo-
ratories and Materials Division, Westinghouse Electric and
Manufacturing Company, East Pittsburgh, Pa., spoke at
some length on Developments in Materials for Electrical
Equipment. Eminently qualified for his task, Dr. Kellogg
related to the audience the progress of his company, since
the war began, in the field of substitution for and conserva-
tion of strategic materials.
In particular the speaker stressed the present and future
importance of plastics, both in the field of non-metals, and
as a substitute for metals.
The excellent properties of the National Emergency
Series of Steels, which were formulated to conserve scarce
alloying elements, would, in the opinion of the speaker,
assure their continued use after the war. Similarly, success
achieved with low tin, and tin-free babbitts and solders
and special soldering fluxes would warrant their retention
in the post-war field.
The successful solution of many insulation problems in-
volving the use of porcelain, glass, shellac and numerous
varnishes was attributed to a programme of intensive re-
search work along those lines.
At the. conclusion of his talk, Dr. Kellogg retained the
floor for a half -hour question period.
W. J. W. Reid moved a vote of thanks to the speaker
and to the Canadian Westinghouse Company.
NIAGARA PENINSULA
J. H. Inch, m.E.I.C.
J. W. Rrooks, Jr. e. i.e.
Secretary-Treasurer
Branch News Editor
The local Branch and the Foster Wheeler Engineering
Society held a joint meeting on Tuesday, March 23, at the
Foster Wheeler Limited plant in St. Catharines. The first
part of the evening was spent in an inspection trip through
the plant, guides being furnished through the courtesy of
the company. At the conclusion of the tour, the meeting
was adjourned to the Foster Wheeler auditorium, where the
guests were privileged to attend a lecture given by Mr.
N. I. Battista, manager of the Chemical Division of Court-
auld's (Canada) Limited. Mr. Battista spoke on Synthetic
Fibres, and in view of the nature of the subject, ladies
were invited to attend. This latter feature added, in no
small measure, to the success of the evening.
The trip through the plant included visits to the pattern
shop, foundry, machine shop, and the assembly building,
where corvette boilers were being fabricated. One of the
highlights of the pattern shop was the examination of work-
mens' scales, which were calibrated to take care of shrinkage
in the castings; thus there were different scales for each
metal, in order to allow for the varying coefficients of ex-
pansion. The assembly plant was indeed a hive of industry
— from one end of the building to the other were boilers in
various stages of completion, presenting an excellent panor-
amic view of mass production applied to boiler manufac-
turing.
At the subsequent lecture, Mr. Battista opened his talk
with an explanation of the difference between the truly
synthetic manufacture of fibres and other types of proces-
sing, whereby a material is merely changed into a desired
physical form by chemical manipulation. At this point, the
speaker remarked that commercial threads are designated
as to size according to their denure number, and defined a
denure as being the weight in grams of nine thousand metres
of yarn. Several commercial processes used in the manu-
facture of artificial silk were discussed, including the cellu-
lose acetate process and the viscose process, in which the
incredibly short period of only four and a half minutes
elapses during the transition of a particle from a viscose
solution to a finished fibre. Mr. Battista continued with
interesting facts and figures on the properties and uses of
some of the more common artificial fibres, and concluded
his comprehensive lecture with a series of slides on the
manufacture of rayon at Courtauld's.
In the discussion period following the lecture, the speaker
was harried by his feminine audience with such brain-
twisters as:
1. "Why do silk stockings run, and isn't there something
you chemical engineers can do about it ?"
2. "Why do my nylon stockings stretch so much ?"
OTTAWA BRANCH
A. A. SwiNNERTON, M.E.I.C
It. C. Purser, m.E.I.C. -
Secretary-Treasurer
Branch News Editor
At a noon luncheon at the Chateau Laurier on April 1,
P. Lebel, asphalt technologist for the Imperial Oil Company
Limited, Montreal, presented a sound-colour film Bouncing
Molecules showing some of the hidden wonders revealed
318
May, 1943 THE ENGINEERING JOURNAL
\
by modern scientific research. In the absence through illness
of the regular chairman, T. A. McElhanney occupied the
chair. The film was viewed with a great deal of interest
by the audience.
PETERBOROUGH BRANCH
A. R. Jones, Jr. e. i.e.
J. F. OSBORN, S.E.I.C.
Secretary-Treasurer
Branch News Editor
A paper entitled The Metal Magnesium was presented
before the Peterborough Branch, on March 25th, by Dr.
L. M. Pidgeon of Dominion Magnesium Ltd.
The speaker introduced hissubject by discussing the back-
ground of the light metals, aluminum and magnesium.
During the last century, good design was associated with
great weight in structures and machines. Ponderous loco-
motives and huge steel buildings exemplified this disposition
to sheer mass. Progress, in the present century, has been
towards lighter and at the same time stronger design. To
this end, the light metals have contributed much.
Magnesium is one of the commonest metals, occurring as
it does in magnesium chloride, magnesite, dolomite and
other combined forms. Electrolysis of magnesium chloride
was the first and still is the predominant process in obtaining
pure magnesium. The Hansgirg process developed in
Europe and in use at Permanente, California, derives mag-
nesium from magnesia. Magnesia and carbon react in a
furnace at high temperatures to form magnesium and carbon
monoxide. The gaseous magnesium is shock chilled with
cold hydrogen or natural gas to prevent a reversal of the
reaction. The fine magnesium dust is recovered by means
of a cyclone separator and remelted.
Dr. Pidgeon's method eliminates much of the hazard and
some of the objectionable features of other thermal or elec-
trolytic processes. Selected dolomite is crushed, roasted and
briquetted. It is loaded into stainless steel retorts with
ferro-silicon and heated to a high temperature in an electric
furnace. A low vacuum is maintained during the reaction.
End products are gaseous magnesium and refractory mater-
ials, not volatile at the furnace temperatures. Crowns of
magnesium accumulate at the cool end of the retorts and
are recovered by shutting down the furnace and removing
the contents of the retorts. It is said that a considerable
economy of strategic materials and power is effected.
Dr. Pidgeon anticipates that magnesium will survive the
end of this war much better than the last one and will be-
come a common and valuable peace-time material. In gen-
eral, magnesium has high strength when compared with
other metals on a weight basis but is particularly advan-
tageous when stressed in compression or where parts must
have a substantial section for other reasons. Housings, crank
cases, and brackets for example, may be excellent applica-
tions. Magnesium has remarkably good machining proper-
ties and in this connection the fire hazard from machining
The accompanying picture shows the decontamination unit
of the Peterborough A.R.P. organization. This unit is lead by
Mr. D. J. Emery, branch chairman and the personnel are
nearly all members of the branch. The unit holds regular
meetings and has participated in two practice black-outs
to-date as well as exercises in gas filled chambers.
Dr. L. M. Pidgeon
has been grossly exaggerated. It is even possible to weld it.
Extruded sections, sheets and indeed most of the standard
shapes are available for fabrication. A few precautions must
be observed in this connection — for instance it is frequently
necessary to apply a protective finish to retard destructive
oxidation just as it is with steel.
The general terms and descriptive character of Dr.
Pidgeon's paper will enable those who heard it to better
understand the many references made to magnesium in the
news.
SAGUENAY BRANCH
Alex. T. Cairncross, m.e.i.c.
Secretary-Treasurer
During March, the Saguenay Branch of the Institute
held two meetings in the Arvida Protestant School.
March 11th, Chairman, Mr. C. Miller. Flight-Lieut.
C. W. Johnson, R.C.A.F., spoke on Fighter Operations
over Britain, with permission of Group Captain V. S.
Parker, D.F.C., A.F.C., Bagotville.
Lieut. Johnson served two years overseas with the Fighter
Command, and he explained in some detail how fighter
sweeps are organized and briefed. The talk was illustrated
with diagrams and official government sound films.
Mr. B. Bauman moved the vote of thanks to the speaker.
March 18th, Chairman, Mr. C. Miller. Mr. L. C. Harris,
Manager, Power Products, Industrial Division, Canadian
Johns-Manville Co., Limited, Montreal, spoke on Transite.
"Transite," Mr. Harris explained, was an asbestos fibre
and cement mixture that was first developed by an Italian
engineer at Milan about 1895. During the years, improve-
ments in the product have been made, but basically the
process of manufacture has remained the same. The asbestos
mixture is pulped and formed wet to make sheet or pipe.
The speaker said that pipe in sizes up to 36 inches is now
being used on water transmission lines and for many indus-
trial processes.
Two excellent technical sound films were shown, entitled
Heat and Its Control, and The Design and Construc-
tion of a Water Collection Transmission System.
Following the films there was considerable open discus-
THE ENGINEERING JOURNAL May, 1943
319
sion, and Adam Cunningham moved a vote of thanks to
the speaker. Mr. Cunningham especially thanked companies
in general who have made available educational films for
showing before organizations.
SAULT STE-MARIE BRANCH
O. A. Evans, jr.E.i.c.
Secretary-Treasurer
The third general meeting for the year 1943 was held
in the Grill Room of the Windsor Hotel on Friday, March
26th, 1943, when 22 members and guests sat down to dinner
at 6.45 p.m.
The chairman called upon P. P. Martin to entertain the
members for a few moments. Mr. Martin told stories which
illustrated the difference between wit and humour. These
were enjoyed by all.
The chairman asked A. E. Pickering to give a short talk
on the general meeting of the Institute. Mr. Pickering said
that the Sault Branch was very well represented at the
meeting and remarked that while the war had placed re-
strictions on the type of papers presented, there were some
very good ones given at the general meeting. He particularly
mentioned the one dealing with the Alaskan Highway.
The main feature of the evening was then shown by
G. W. MacLeod, which was a moving picture film showing,
"Construction of the hydro-electric power development at
La Tuque on the Upper St. Maurice River."
TORONTO BRANCH
S. H. de Jong, m.e.i.c. ... Secretary-Treasurer
G. L. White, affiliate e.i.c. - Branch News Editor
The third meeting and the first annual meeting of the
newly formed Junior Section was held in Hart House on
March 24th as a dinner meeting. The meeting was conducted
by R. Hewitt and the guest speaker, Harry F. Bennett,
was introduced by Prof. R. F. Legget.
Mr. Bennett spoke on The Engineer of Tomorrow,
emphasizing the probable important position of the engineer
in the post-war period. He spoke also on the place of the
Institute in the engineering profession in Canada. The
speaker suggested that this group should confine its meet-
ings and discussions to general technical and economic
questions and not get off onto controversial political
problems.
Dean C. R. Young, also in attendance at the meeting,
spoke on the present work of the E.I.C. in the interest of
the young engineer.
The results of the elections for the Executive for next
year were as follows:
Chairman J. Van Winkle
Vice-Chairman ■. H. Self
Secretary-Treasurer D. D. Stiles
Committee for Two Years 1. R. Hewitt
2. R. Millman
3. S. Segsworth
Committee for One Year 1. Dr. F. Noakes
2. A. Davis
3. W. Fotheringham
Approximately 90 persons attended this meeting and all
were unanimous in the opinion that another meeting should
be held this spring by the Junior Section.
A very successful Annual Meeting of the Toronto Branch
of the Institute was held at the Granite Club on April 1st
in the form of a dinner. Retiring Chairman, Col. W. S.
Wilson, presided over a programme which included Com-
mittee reports, a discussion of future policy for the Toronto
Branch, a brief word from President K. M. Cameron, the
installation of new officers of the Branch, and motion pic-
tures.
Head table guests introduced to the audience included
the president of the Institute, Mr. K. M. Cameron; the
immediate past president, Dean C. R. Young; Stanley
Glover, recently elected chairman of the Hamilton Branch,
E.I.C; and W. J. Jakimuik, chief designer, DeHaviland
Aircraft of Canada, Ltd., who sang several Polish songs,
providing his own accompaniment.
In a brief address, Col. W. S. Wilson outlined the work
of the Branch during the year, making special reference to
civilian defence and the formation of the Junior Section.
He paid tribute to the work of Prof. R. F. Legget in the
organization of the Junior Section and also referred to the
time and effort expended by many members of the branch
in important committee work.
President K. M. Cameron spoke of the work of his pre-
decessor, Dean Young, in directing the affairs of the Insti-
tute with such success during a very important year of
its life. He expressed his pleasure at being present and his
anticipation of profiting from the discussions of the annual
meeting of the Branch.
The secretary's report and the financial statement gave
a very good picture of branch activity during the year,
and the financial position.
Professor R. F. Legget outlined the events leading up to
the formation of the Junior Section of the Toronto Branch
and the programme which the junior group has followed
since its inception.
Introducing the discussion of branch policy, Prof. R. F.
Legget pointed out that it was about seven years since the
Branch had thoroughly reviewed its activities. The dis-
cussion which followed this introduction centered around
the desirability of including some work on business manage-
ment in the activities of the Branch. Diverse opinions were
presented but- the general idea would appear to be very
much in favour of some attention to business management
without interfering with the technical activities of the
branch.
The officers for the coming year were installed.
Motion pictures were shown through the courtesy of the
Ford Motor Company of Canada, Ltd.
VANCOUVER BRANCH
1'. B. Stroyan, m.e.i.c.
A. Peebles, m.e.i.c. -
Secretary- Treas urer
Branch News Editor
A meeting of the branch was held on Thursday, March
25th, in the Medical-Dental Building when Mr. C. K.
McLeod and his assistant, Mr. Richardson, presented a
paper on Old Time Pieces.
This subject, though a little off the beaten track of engi-
neering topics, proved extremely interesting and informa-
tive. The speaker read a prepared paper after which the
discussion became informal. He dealt first with the relation
of time to civilization, showing how smaller divisions of
time were required as civilization progressed. In different
countries at the present time, the day is divided into differ-
ent periods. The Chinese use twelve divisions, each equal
to two hours. The Italians still count the hours from one to
twenty-four, as used in the army. Formerly the Romans
divided the day into four divisions only. Our present stand-
ard time was introduced by Sir Sanford Fleming in the 1870's
to avoid the discrepancies of mean time which was used
then. He described briefly some of the devices used by the
Egyptians, Romans and early Britons to indicate the pas-
sage of time. These included water clocks in which falling
drops of water filled a small vessel containing a float, which
gradually rose with the water level and indicated the time
on a graduated column. Others had small paddle wheels
which the falling drops caused to turn, thus actuating an
escape wheel. The use of jewels for orifices, the principle of
the siphon and the first use of ratchet and pinion in time-
pieces was found in these early water clocks.
The first sundial dates from about 730 B.C. and the early
ones were made of hemispherical plates. Later the flat plate
came into use. The Romans and early Britons used sand
glasses and candle clocks. Planétariums were also made in
England at an early date. The date of the first wheeled clock
is not certain but is believed to be during the sixth century.
It was first described in writing by Henry de Wyck. The
320
May. 1943 THE ENGINEERING JOURNAL
oldest wheeled clocks in England are those of St. Paul's and
Westminster. The early clocks had only one hand, an indi-
cation of the coarser division of time only. Around 1600 a
second hand was added to give smaller divisions of time,
and a century later the third hand was added to denote the
smallest divisions. Although the action of the pendulum was
discovered by Galileo it was not adapted to time keeping
devices until long after his time.
The outstanding developments in the evolution of modern
watches and clocks were the invention of the fusee by
Harrison, who also invented the chronometer; also the dead
beat escapement which Graham invented around 1700 in
England. These principles were illustrated by drawings on
paper and on the blackboard and by a large wooden model
of a modern watch escapement. Many questions were asked
regarding the relative accuracy of watches and their adjust-
ment for balance in all positions, compensation for tempera-
ture, etc. Although the audience was small, those present
enjoyed a most interesting and educational evening.
W. N. Kelly, branch chairman, presided.
STEEL
(Gontinued from page 280)
plant and equipment have been made in recent years, and
to-day it is making an important contribution to Canada's
war effort.
In the January, 1943, issue of Industrial Canada, some
facts and figures of the steel industry in Canada are given
which are eloquent of the extent to which this industry
contributes directly and indirectly to employment and to
the national income. In direct relation to the industry, in
1939, "the gross output value of 1,394 establishment- of
this group was $553,468,880 and the number of employees
121,041." This, it should be noted, was a year in which
over nine months were occupied in the usual peaceful pur-
suits of the industry. The conditions of to-day, though of
an exceptional and non-permanent character in extent of
output and employment, will, in themselves, it is believed,
create wider opportunities and new fields of industrial enter-
prise for the years of peace which lie ahead.
It is by no means an exaggeration of its importance to
consider the steel industry as the basal stone in the economic
structure of Canada's manufacturing industries. Steel, in
its varied uses, supplies the instruments necessary for our
civilized existence and makes possible the maintenance and
progress of every form of industrial activity among our
people in war or peace. Verily, it reaches into "the Heavens
above, the earth beneath, and the waters under the earth."
All those modern nations which have grown great in com-
merce have fostered and encouraged their steel industries.
If, as a people, possessing a wide concept of our national
fiùure, we fully recognized the significance of those things
which make for national greatness and security, we would
realize that steel occupies a preferred position in our national
economy; transcendant in its economic value and funda-
mental in its security value. As such, it should be jealously
guarded by a national interest in its welfare, so that it may
be prepared, at all times, to answer effectively the two
urgent questions which will always confront us as a nation
in times of crisis; a sufficiency of steel for our consuming
industries, and steel for our protection in the event of
attack, when we need to "make two blades of 'steel' grow
where only one grew before."
It is to the engineering profession that we must credit
the unfolding of the mysteries and values of steel in its
manifold qualities and uses. The next quarter-century will
be a challenge to the progressive ingenuity and enterprise
of engineers in the field of steel research and experiment.
AN ENGINEERING RENAISSANCE
{Continued from page 80S)
An outstanding feature of the changes brought about by
the report of the committee, in addition to the appointment
of a full time secretary, was the decision to hold professional
meetings in various parts of Canada as well as the estab-
lishment of a monthly magazine. The first issue of the
Journal contained a complete report of the first professional
meeting held in Toronto and this meeting together with
the published report drew the members together in a com-
mon bond such as no previous event had done.
Reference should be made of the fact that branch secre-
taries were made associate editors of the Journal from the
first issue and the regular contributions received from all
branches were of outstanding importance in arousing the
interest of members everywhere in Institute affairs. The
co-operation of the branches whose prestige was greatly
enhanced during the year was of inestimable value to the
progress of the Institute as they became a great tower of
strength, as their own activities were greatly increased par-
ticularly in promoting professional meetings in their re-
spective districts. Regular visits from the secretary were a
stimulant. Shortly, nine new branches were established
and one, dormant, revived.
The move for legislation to control the practice of engi-
neering was born at the second professional meeting held
at Saskatoon in August, since when the movement has
spread with general acceptance to every part of Canada.
Three well-attended and successful professional meetings
were held during the year, the first in Toronto, the second
at Saskatoon and the third at Halifax, each and all of them
making a real contribution to engineering progress, to pro-
fessional pride and to harmonious relations.
It is doubtful if the engineering profession in Canada
appreciates what it owes to the Committee on Society
Affairs for from its work stems all the broadening of objec-
tives, all the improvement in organization and all the re-
vitalizing of personnel which has transformed a prosaic but
potentially valuable society into an institute that in the
short space of a quarter of a century enjoys a professional
prestige and an opportunity to serve engineers second to
no other similar body on the continent.
Tribute should be paid to the stalwart and able officers
of that day, many of whom have passed away, for their
ability, their foresight and their courage in making such
radical changes which proved so successful.
Thus, the older, conservative, self-centered, self-satisfied
society was energized within a single year to an institute
vibrant and progressive. Why ? Simply because its objec-
tive had been broadened; its organization modernized and
last, but by no means least, because it became articulate
through its own Journal.
THE ENGINEERING JOURNAL May, 1943
321
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Introduction to Reinforced Concrete
Design :
2nd ed. Hale Sutherland and Raymond C.
Reese. N.Y., John Wiley and Sons, Inc.
(c. 1943). 6 x.9}4 in. $5.00.
Analytic Geometry:
Edward S. Smith, Meyer Salkover and
Howard K. Justice. N.Y., John Wiley and
Sons, Inc., (c. 1910). 6 x 9\i in. $2.50.
Economy Loading of Power Plants and
Electric Systems:
Max J. Steinberg and Theodore H. Smith.
N.Y., John Wiley and Sons, Inc., (c. 1943)
6 x9l4 in. $3.50.
Reconstruction in Canada:
Lectures given in the University of Toronto,
edited by C. A. Ashley. Toronto, The
University of Toronto Press, 1943. 6x9 in.
$1.00.
Hardness :
A critical examination of hardness, dyna-
mic hardness, and an attempt to reduce
hardness to dimensional analysis by
D. Landau. N.Y., The Nitralloy Corpora-
tion, 1943. 106 p.
Nitriding Furnaces:
A practical exposition of their construc-
tional features, capacities, operation and
instrumentation with notes on ammonia,
its handling, etc., collected and arranged by
D. Landau. N.Y., The Nitralloy Corpora-
tion, 1943. 99 p. (Copies of this and the
above booklet may be obtained without
charge, by writing to the company at 230
Park Avenue, N.Y.)
REPORTS
Index to A.S.T.M. Standards:
Including tentative standards as of Decem-
ber, 1942. 198 p. (Copies of this publication
are furnished without charge on written re-
quest to A.S.T.M. headquarters, 260 South
Broad Street, Philadelphia, Pa.
American Institute of Consulting Engi-
neers :
Constitution, by-laws and list of members
as of March, 1943.
U.S. — National Research Council — High-
way Research Board:
Wartime road problems No. 5 — Granular
stabilized roads. Feb. 1943.
Association of Iron and Steel Engineers:
Specifications for electric overhead traveling
cranes for steel mill service. A ugust, 1942.
$1.25.
Association of Iron and Steel Engineers:
Report of Crane girder tests.
Canada — Dept. of Lahour:
Thirty-first annual report on labour organ-
ization in Canada.
Ohio State University — Engineering Ex-
periment Station — Bulletin:
No. 113 — Salt glazes on structural clay
building units.
Edison Electric Institute:
Furnace tube corrosion. Publication No.
K-3, March, 1943.
Bell Telephone System — Technical Pub-
lications:
Monograph B-1355: Order in the alloy CU-j,
A U. — B-1356: New Frequency-modula-
tion broadcasting transmitter. — B-1357:
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
Regulated rectifiers in Telephone offices. —
B-1358: Kiln drying southern pine poles.
Electrochemical Society — Preprints :
83-2: High temperature resistivity measure-
ments on compressed granular refractory
materials. — 88-3: The Rocking electric
furnace, a silver anniversary. — 83-4: The
Transition state theory of the formation
of thin oxide films on metals. — 83-5: Tl er-
modynamic considerations in the corrosion
of metals. — 83-6: Chemical changes affect-
ing the stability of cellulose insulation. —
83-7: The Flexibility of the cuprous oxide
rectifier for automatic control equipment in
electroplating. — 83-8: Studies on over-
voltage — 15: A Study of decomposition
potentials, cathodic and anodic polarization
of a platinized platinum cathode near the
reversible value in hydrogen saturated acid
solutions. — 83-9: Studies on overvoltage
No. 16: Cathodic and anodic polarization
of a platinized platinum cathode near the
reversible value in nitrogen saturated acid
solutions.
The following book has been presented
to the Institute library by Mr. D. M.
McLachlin and is here gratefully acknow-
ledged.
Properties of Glass:
George W. Morey. N.Y., Reinhold Pub-
lishing Corp., 1938 (American Chemical
Society, Monograph Series).
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. February, 1943. American
Society for Testing Materials, Philadelphia
Pa. 301 pp., Mus., diagrs., charts, tables,
9x6 in., paper, $1 .75.
This annual brings together the standard
and tentative methods of tests and specifica-
tions for rubber products which the Society
has approved, together with a useful bibliog-
raphy on rubber testing, thus forming a con-
venient reference book for the laboratory.
General methods, and special ones for hose,
belting, gloves, matting, tape, latex, cements,
sponge and hard rubbers, and for insulated
wire and cables are given. Emergency alter-
nate provisions for various standard specifica-
tions are included.
AIR CONDITIONING ANALYSIS WITH
PSYCHROMETRIC CHARTS AND
TABLES
By W. Goodman. The Macmillan Com-
pany, New York, 1943. 455 pp., diagrs.,
charts, tables, 9Y2 6 in., cloth, $6.00.
The aim here is to present a comprehensive,
unified treatment of the fundamentals of the
art of changing the condition of air, without
discussing such related subjects as refrigera-
tion, air handling and temperature control.
The material presented is developed from an
elementary point of view and illustrated by
numerous solved problems. Psychrometric
charts with co-ordinates of enthalpy and
specific humidity for a wide range of tempera-
tures are included.
AIR NAVIGATION
By E. R. Hamilton. The Ronald Press Co.,
New York, 1.943. 175 pp., diagrs., charts,
tables, maps, 8x5 in., cloth, $2.00.
The aim of this book is to meet the needs
of those who, with no previous knowledge of
the subject, wish to acquire a working know-
ledge of air navigation in a somewhat limited
time. With this aim in view, the essentials of
the subject are described in a straightforward
manner, bearing in mind the desire of the
leader to become a pilot, navigator or ob-
server. The book is based on experience in
teaching men in the Royal Air Force or pre-
paring to enter it.
AIR NEWS YEARBOOK
Duell, Sloan & Pearce, Neiv York, 1942.
264 pp., Mus., 9Yi x 12 in., cloth, $3.75.
The Yearbook contains over three hundred
and fifty photographs of airplanes, selected
from the files of news agencies and aero-
nautical photographers. The photographs in-
clude specimens of the current fighting planes
of the United States, Great Britain, Russia,
China, Germany, Japan and Italy, accom-
panied by technical data on each plane and
by concise accounts of the organization of the
various air forces.
AIRCRAFT PROPELLOR HANDBOOK
By K. H. Folk. Rev. ed. Ronald Press Co.,
New York, 1943. 146 pp., diagrs., charts,
tables, 9x6 in., cloth, $4.50.
The aim of this work is to provide engineers,
draftsmen and others in the aeronautic in-
dustry with a concise, practical discussion of
propeller design. The information is presented
in simple form, with as little advanced mathe-
matics as possible, and a minimum of theor-
etical discussion. The methods are illustrated
by examples, and a chapter on propeller selec-
tion is included.
The AMAZING PETROLEUM
INDUSTRY
By V. A. Kalichevsky. Reinhold Publish-
ing Corp., New York, 1943. 234 PP-, Mus.,
diagrs., tables, 7Y2 x 5 in., cloth, $2.25.
This little book is a brief popular outline
of the existing petroleum manufacturing pro-
cesses. What petroleum is, how it is obtained
and transported, and how it is transformed
into useful products are told clearly in lan-
guage that laymen can understand.
The AMERICAN LEONARDO, a Life
of Samuel F. B. Morse
By C. Mabee, with an introduction by
A. Nevins. Alfred A. Knopf, New York,
1943. 420 pp.. Index I-XV, Mus., diagrs.,
tables, 9Y2x 6 in., cloth, $5.00.
Morse's career was outstanding in several
fields. He was a portrait painter of distinction
and founder of the National Academy of
Design. He invented the telegraph and pro-
moted it successfully. His life was a long,
busy one, crowned with many honors. Mr.
Mabee's biography, based on long study and
access to family papers, gives a very satisfac-
tory and interesting account of the man and
his work, the most complete that has ap-
peared.
ANALYTIC GEOMETRY
By E. S. Smith, M. Salkover and H. K.
Justice. John, Wile>i & Sons, New York;
Chapman & Hall, London, 1943. 298 pp.,
diagrs., tables, 9lA x 6 in., cloth, $2.50.
A college text which aims to adjust the
student to the new type of reasoning that
analytic geometry calls for, by providing
accurate, fully illustrated explanations of the
topics commonly taught in that subject.
322
May, 1943 THE ENGINEERING JOURNAL
BOOM COPPER, the Story oî the first
U.S. Mining Boom
By A. Murdoch. The Macmillan Co., New
York, 1943. 255 -pp., Mus., woodcuts, maps,
9 x 5Yi in., cloth, $3.00.
The story of the Michigan copper country,
from its beginnings to the present day, is
graphically told in this interesting work. The
growth of the large mining interests, the men
who made and managed them, how the miners
lived; these are described with many details.
In the author's words, this is "a purely in-
formal review" that makes interesting reading.
(The) CHEMICAL ASPECTS OF LIGHT
By E. J. Bowen. Oxford University Press,
New York; Clarendon Press, Oxford,
England, 1942. 191 pp., diagrs., charts,
tables, 9 x 5l/2 in., cloth, $4.00.
Readers who wish to know something of
the theories of light and of its interactions
with atoms and molecules, but who are not
thoroughly versed in mathematics, will find
this a helpful supplement to more formal
treatises. Among the matters treated are
atomic and molecular spectra from the chemi-
cal point of view, the interrelations of scatter-
ing, Raman and fluorescence radiations, lum-
inescence and phosphorescence, photochemi-
cal reactions, chemiluminescence and photo-
cells.
(The) CHEMISTRY OF NATURAL COL-
ORING MATTERS, the Constitu-
tions, Properties, and Biological
Relations of the Important Natural
Pigments. (American Chemical
Society Monograph Series No. 89.)
By F. Mayer, translated and revised by
A. H. Cook. Reinhold Publishing Corp.,
New York, 1943. 354 PP-, diagrs., tables,
9}/2 x 6 in., cloth, $10.00.
The present work is a completely revised
edition of the second volume of Dr. Mayer's
well-known "Chemie der organischen Farb-
stoffe." It offers English speaking chemists a
survey of the existing information on the con-
stitution and significant chemical and physical
properties of the important natural pigments,
accompanied by copious references to the
original literature. ,
(A) COURSE IN RADIO FUNDAMENTALS,
Study Assignments, Experiments
and Examination Questions based on
the Radio Amateur's Handbook
By G. Grammer. American Radio Relay
League. West Hartford, Conn., 1942. 103
pp., Mus., diagrs., charts, tables, 9%x6%
in., paper, 50c.
This is a study guide containing examina-
tion questions and laboratory experiments,
which is intended to be used with the Radio
Amateur's Handbook. The course is intended
primarily for self instruction, but will also
be of interest to teachers. The apparatus re-
quired is simple and can usually be construct-
ed with material that the amateur has at hand.
DAVISON'S RAYON AND SILK TRADES,
including Nylon and Other Synthetic
Textiles. The Standard GUIDE, forty-
eighth annual, 1943 pocket edition.
Davison Publishing Co., Ridgewood, New
Jersey. 402 pp., maps, tables, 7% x 5 in.,
cloth, $5.50.
A directory of manufacturers of silk, rayon
and synthetic textiles, and of dyers, finishers,
agents, and others connected with these trades.
The mills are classed geographically and also
by products, with information as to capacity,
officers, etc.
DIFFERENTIAL EQUATIONS
By H. W. Reddick. John Wiley & Sons,
New York; Chapman & Hall, London,
I943. 245 pp., diagrs., tables, 9 x 5x/i in.,
cloth, $2.50.
A textbook dealing with methods of solving
ordinary differential equations and with prob-
lems in applied mathematics involving them.
Partial differential equations are not treated.
The book is intended for both engineering and
liberal arts schools.
ECONOMY LOADING OF POWER
PLANTS AND ELECTRIC SYSTEMS
By M. J. Steinberg and T. H. Smith.
John Wiley & Sons, New York; Chapman
& Hall, London, 1943. 203 pp., Mus.,
diagrs., charts, tables, 9Yi x 6 in., cloth,
$3.50.
The problem of allocation of load to power
plants and to the equipment within them so
as to produce electricity at the lowest cost
consistent with continuity of service has be-
come important as large electric systems have
been interconnected. In this book the problem
is discussed in detail. The underlying theory
of economy loading is explained, the mathe-
matical conditions for obtaining maximum
efficiency are derived, the application of in-
cremental rates for the solution of load-divi-
sion problems is set forth, the limitations in
the application of the theory are discussed,
and the practical solution of load-division
problems is explained. There is a bibliography.
EMPIRICAL EQUATIONS AND
NOMOGRAPHY
By D. S. Davis. McGraw-Hill Book Co.,
New York and London, 1943. 200 pp.,
diagrs. charts, tables, 9Yi x 6 in., cloth,
$2.50.
The first part of this book describes prac-
tical methods for correlating engineering data
and deriving usable empirical formulas. The
fundamental methods of rectification are ex-
plained together with new techniques for two-
variable data and a method of correlation for
equations with three variables. Part two gives
an excellent account of the theory and con-
struction of nomographic and line coordinate
charts. A good bibliography is included.
Great Britain, Dept. of Scientific and
Industrial Research.
INDEX TO THE LITERATURE OF FOOD
INVESTIGATION, Vol. 14, No. 1,
June, 1942.
Compiled by A. E. Glennie and C. Alex-
ander. His Majesty's Stationery Office,
London, 1942. 72 pp., tables, 9x/2 x 6 in.,
paper, [obtainable from British Library of
Information, 30 Rockefeller Plaza, New
York, $1.35).
The index provides excellent coverage of
current literature upon all phases of food in-
vestigation, especially with relation to methods
of preservation by refrigeration, canning, etc.
Methods of transportation, refrigerating and
air-conditioning machinery, insulating and
drying equipment also receive attention. The
references are well abstracted.
INDUSTRIAL RADIOLOGY, X-Rays and
Gamma Rays
By A. St. John and H. R. Isenburger. 2 ed.
John Wiley & Sons, New York; Chapman
& Hall, London, 1943. 298 pp., Mus.,
diagrs., charts, tables, 9}/i x 6 in. $4.00.
This book is intended to furnish in read-
able form authoritative information on the
practical use of radiology in industry. The gen-
eral principles governing the production and
use of X-rays and gamma rays are presented,
together with the techniques suitable for im-
portant classes of industrial materials. A
bibliography of over 1,300 titles is a valuable
addition to the book.
INTRODUCTION TO REINFORCED
CONCRETE DESIGN
By H. Sutherland, R. C. Reese and I. Lyse.
2 ed. based on the first edition by H. Suther-
land and the late W. W. Clifford. John
Wiley & Sons, New York; Chapman &
Hall, London, 1943. 559 pp., diagrs.,
charts, tables, 9\4 x 6 in., cloth, $5.00.
In this textbook the fundamentals of the
subject are presented as simply and com-
pletely as possible, with emphasis upon prac-
tical considerations. The new edition has been
thoroughly revised in the light of new know-
ledge acquired during the last sixteen years.
MAPS AND SURVEY
By A. R. Hinks. 4 ed. Macmillan Co.,
New York; University Press, Cambridge,
England, 1942. 301 pp., Mus., diagrs.,
charts, maps, tables, 9 x 5)4, ***■> doth,
$3.75.
This is intended as an introduction to the
study of maps and the processes of survey by
which they are made. Starting with a brief
history of ancient maps, the author then de-
scribes the modern map and the methods used
in producing it. Chapters are then devoted to
the maps published in various countries. The
second part of the book describes the various
methods of surveying and its different appli-
cations, with some account of the instruments
used. This edition is practically the same as
the third except for a chapter of additions
and corrections.
MARINE ELECTRIC POWER
By Q. B. Newman. 2 ed. Simmons-Board-
man Publishing Corp., New York, 1943,
238 pp., diagrs., charts, tables. 8 x 4Vi îw--
cloth, $2.50.
This book provides a very clear explanation
of the fundamental principles of electrical en-
gineering as applied to marine electrical power.
Mathematics is practically absent, and only
the slightest knowledge of physics is required.
The new edition has been considerably en-
larged by six chapters on the practical appli-
cation of the principles.
MARINE ENGINE AND FIRE ROOM
GUIDE
By R. H. Jacobs and E. L. Cody. Cornell
Maritime Press, New York, 1943. 740 pp.,
Mus., diagrs., charts, tables, 7]£ x 5 in.,
cloth, $3.50.
This is a handbook of information for wip-
ers, firemen and watertenders on ships, which
covers in a practical way the theory of the
machinery in their care and the operation and
maintenance of it. A large amount of essential
information is provided for the unlicensed per-
sonnel of the engineering department of the
ship and presented clearly.
MECHANICAL HANDLING YEARBOOK
AND MANUAL 1943
Edited by H. Pynegar. Paul Elek (Pub-
lishers) Ltd., Africa House, Kingsway,
London, W.C.2, 1943, 399 pp., Mus.,
diagrs., charts, tables, 9 x 5l/o in-> cloth,
30s. net.
This British handbook deals with under-
ground machine mining, with screening, con-
veying and elevating, and with industrial
trucks and cranes. The equipment of many
manufacturers is described, as well as numer-
ous installations.
MECHANICS OF MATERIALS
By S. G. George and E. W. Rettger, revised
by E. V. Howell. 2 ed. McGraw-Hill Book
Co., New York and London. 1943. 491
pp., diagrs., charts, tables, 9}-? x 6 in.,
cloth, $3.75.
A simple, complete account of the essentials
of the subject is provided, suitable for use as
a college text, but containing more material
than is usually covered in an elementary
course. In this edition the sequence of chap-
ters has been altered, rivet and column speci-
fications have been revised, and an article
added on the graphical solution of combined
stresses.
MECHANISM
By I. H . Prageman. International Text-
book Co., Scranton, Pa., 1943. 296 pp.,
diagrs., charts, tables, 8l/2 x 5XA. *n->
fabrikoid, $3.00.
An elementary text for use by sophomore
or junior students of engineering. The motions,
velocities and accelerations of various machine
parts are described, as are static forces that
may be transmitted in some of the simpler
machines, and inertia forces acting on machine
parts.
THE ENGINEERING JOURNAL May, 1943
323
NATIONAL CONFERENCE ON PLAN-
NING, Proceedings of the Conference
held at Indianapolis, Indiana, May
25-27, 1942
American Society of Planning Officials,
1313 East 60th St., Chicago, III., 1942.
228 -pp., diagrs., charts, tables, 9l/> x 6 in.,
cloth, $2.50.
This book presents addresses and discus-
sions at the Conference, all of which deal with
real problems of the present day. Post-war
planning, the problem of converting war in-
dustries to peace uses, the manpower crisis,
war housing and city rebuilding after victory,
state and municipal planning, are discussed
by experienced men.
PAPERMAKING, the History and Tech-
nique of an Ancient Craft
By D. Hunter. Alfred A. Knopf, New
York, 1943. 398 pp., I-XXIII pp., Mus.,
diagrs., tables, maps, 9l/2 x 6 in., cloth,
$4.50.
This is a comprehensive, readable history
of papermaking, from its invention in China
to modern times, written by the outstanding
living authority on the craft. Handsomely
printed and profusely illustrated, it offers a
connected account of the methods used in
countries all over the world and at all periods.
A chronology of paper and a select bibliog-
raphy are included.
PATENTS AND INDUSTRIAL
PROGRESS
By G. E. Folk with a foreword by R. L.
Lund. Harper & Brothers, New York and
London, 1942. 393 pp., diagrs., charts,
maps, tables, 8x/i x 5Yi in., cloth, $3.00.
In 1938 the Temporary National Economic
Committee was created by Congress to study
the concentration of economic power and
among other matters, "the amendment of the
patent laws to prevent their use to suppress in-
ventions, and to create industrial monopolies."
The present book is an evaluation of the testi-
mony taken on the patent system, by an
eminent patent attorney, with comments on
the wisdom of the legislation recommended.
PLUMRING PRACTICE AND DESIGN,
Vol. 1
By S. Plum. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
308 pp., diagrs., charts, tables, 9x/i x 6 in.,
cloth, $4.50.
This is the first section of a two-volume
handbook on plumbing, which is intended to
consolidate the scattered data on the subject
and present them in a uniform terminology.
Information is presented here on materials,
pipes, fittings, valves, controlling apparatus,
fixtures, pumps, fire protection and air equip-
ment. Specifications are given in many cases.
PRACTICAL MARINE DIESEL
ENGINEERING
By L. R. Ford. 4th ed. Simmons-Boardman
Publishing Corp., New York, 1943. 642
pp., Mus., diagrs., charts, tables, 9l/2 x 6
in., cloth, $6.00.
The construction, operation and mainten-
ance of marine Diesel engines are explained
thoroughly, from the point of view of the
operating engineer. The work is limited to
the makes of engines that are being most used
in the types of vessels now being built, espec-
ially those developed bv the U.S. Maritime
Commission. Other fef. tares are discussions
of Diesel tugs, of deck and electrical machin-
ery and of shipyard engine repairs. A chapter
on license requirements is included.
PRE-SERVICE COURSE IN AUTOMO-
TIVE MECHANICS
By J. V. Frost. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
545 pp., Mus., diagrs., charts, tables, 9 x
5Yi in., cloth, $2.50.
The subject is treated principally from the
theoretical point of view in this well planned
text, which is based on the outline for pre-
induction training prepared by the War
Department. The course is adapted to high-
school students. The construction and operat-
ing principles of all motor vehicles are covered.
PRE-SERVICE COURSE IN
ELECTRICITY
By W. C. Shea. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
276 pp., Mus., diagrs., charts, tables,
9 x 5l/2 in., cloth, $2.00.
This book follows the outline of a basic
course for pre-induction training which has
been prepared by the War Department and
the Office of Education. The book covers the
fundamentals of electricity, including informa-
tion prerequisite to work in radio, aviation,
motor mechanics and other special subjects
of military importance.
PRE-SERVICE COURSE IN SHOP
PRACTICE
By W. J. Kennedy. John Wiley & Sons,
New York; Chapman & Hall, Ltd., Lon-
don, 1943. 337 pp., Mus., diagrs., charts,
tables, 9 x 5x/i in., cloth, $2.00.
This book is based upon the requirements
of the U.S. Army for pre-induction training
to be given to high-school seniors. Starting
with accounts of hand and machine tools, the
book proceeds to treat in more detail the tools
and shop processes- most used by the army.
Cutting, planing, finishing, etc., are explained.
A chapter is included on wiring and one on
ropes and splices. Blocks and rigging are also
explained.
PROTEINS, AMINO ACIDS AND PEP-
TIDES AS IONS AND DIPOLAR
IONS. (American Chemical Society
Monograph Series No. 90)
By E. J. Colin and J. T. Edsall, including
chapters by J. G. Kirkwood, H. Mueller,
J. L. Oncley and G. Scatchard. Reinhohl
Publishing Corp., New York, 1943. 686
pp., Mus., diagrs., charts, tables, 9}A x 6
in., cloth, $13.50.
This book is the result of many years of
study of an important topic on the borderline
between chemistry and biology. The evidence
concerning the size and shape of molecules of
the amino acids, peptides and proteins is ex-
amined, and of the number and distribution
of the electric charges that they bear is ex-
amined and presented with full documenta-
tion. Especially, the authors consider the
implications of the charged structure of these
molecules for their physical properties, and
their physico-chemical interaction with other
molecules.
QUESTIONS AND ANSWERS FOR MAR-
INE ENGINEERS. Book IV— APPLI-
CATIONS OF STEAM AND HEAT
IN PRODUCING POWER
Compiled by Capt. H. C. Dinger. Marine
Engineering and Shipping Review, Sim-
mons-Boardman Publishing Corp.. New
York, 1943. 83 pp., charts, tables, 8x5 in.,
paper, $1.00.
The fourth of these booklets dealing with
problems that confront marine engineers deals
with questions relating to evaporation, con-
densation and heat engine systems.
QUESTIONS AND ANSWERS FOR MAR-
INE ENGINEERS, Book V— POW-
ERING, FUEL ECONOMY, PRO-
PULSION, PROPELLERS AND
SHAFTING
Compiled by H. C. Dinger. (Marine Engi-
neering and Shipping Review), Simmons-
Boardman Publishing Co., New York,
1943. 97 pp., diagrs., charts, tables, 8x5
in., paper, $1.00.
These questions and answers have been
selected from those published during the last
ten years in Marine Engineering and Shipping
Review. They give information on the power-
ing of ships, special methods of propulsion and
control, on fuel consumption, tonnage, hull
characteristics, propellers and shafting. The
booklet is a handy reference for marine engi-
neers and for those preparing for examinations.
RAILWAY FUEL AND TRAVELING
ENGINEERS' ASSOCIATION
Sixth Annual Proceedings, 1942. Railway
Fuel and Traveling Engineers' Associa-
tion, 327 So. La Salle St., Chicago, III.
198 pp., tables, 9% x 6 in., fabrikoid,
$3.00.
The papers presented to the Association and
included in this volume discuss locomotive
fuel economy, oil firing practice, gas turbine
locomotives and similar topics. Reports of
Committees are also included.
ROEMER AND THE FIRST DETERMIN-
ATION OF THE VELOCITY OF
LIGHT
By I. B. Cohen. The Burndy Library, Inc.,
107 Eastern Boulevard, New York City,
1942. 63 pp., Mus., diagrs., tables, 9x6
in., paper, 50c.
This study originally appeared in volume 31
of ISIS, but owing to the loss of the original
publication when Belgium was invaded, is now
republished with some additions and correc-
tions. The study discusses views previous to
Roemer, the immediate background of
Roemer's determination and the reception
given his work. Facsimiles of his announce-
ment and of the first account in English are
included.
THE TENNESSEE VALLEY AUTHORITY
By J. S. Ransmeier. Vanderbilt University
Press, Nashville, Tenn., 1942. 486 pp.,
diagrs., charts, tables, 9 x 5l/i in., cloth,
$3.00.
The aim of this study is to contribute to
clarification of the problem of cost allocation
when river control is undertaken for multiple
purposes. The author studies the problem as
presented by the Tennessee Valley Authority.
The development of the programme is pre-
sented, the various theories and problems of
cost allocation are discussed critically, and
the planning and policy examined.
THE THEORY OF EMULSIONS AND
THEIR TECHNICAL TREATMENT
By W. Clayton. 4th ed. Blakiston Co.,
Philadelphia, Pa., 1943. 492 pp., Mus.,
diagrs., charts, tables, 10 x 6 in., cloth.
$10.00.
This book provides a thorough study of
emulsions with emphasis on their practical
treatment and industrial application. The
previous edition has been out of pr'.nt for
some years, during which much has been done
on the general theory of emulsions, which has
been used in this revision. Old matter has
been deleted, and the literature thoroughly
covered. Copious references are provided to
papers and patents. Theories of emulsions,
properties of emulsions, the preparation of
emulsions and de-emulsification are discussed.
TIMESTUDY FOR COST CONTROL
By P. Carroll, Jr., foreword by C. D. Dyer,
Jr. 2 ed. McGraw-HM Book Co., New
York and London, 1943. 301 pp., Mus.,
diagrs., charts, tables, 9x/i x 6 in., cloth,
$3.00.
This book is intended for industrial engi-
neers and executives interested in installing
or improving a system of time study. It ex-
plains the application and advantages of time
study based on predetermined standards, de-
scribes the establishment of a standards de-
partment, and outlines step by step a practical
method of completing the time study measure-
ment and control of cost without rearranging
the shop.
WILLARD GIBBS
By M. Rukei/ser. Doubleday, Doran it" Co.,
Garden City, New York, '1942. 465 pp.,
Mus., tables, 9Y2 x 6 in., cloth, $3.50.
This is the first full-length biography of
the great American scientist whose "phase
rule" has been the foundation of physical
chemistry. Gibbs is shown in relation to his
time and to his colleagues.
324
May, 1943 THE ENGINEERING JOURNAL
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
April 29th, 1943
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 June 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,
snail 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
circumstances 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
ATKINSON— ALFRED LYFORD COURTENAY, of 88 Argyle Ave.. Ottawa,
Ont. Born at Stockton-on-Tees, England, Dec. 7th, 1896; Educ: B.Sc. (Naval
Arch'ture), Armstrong Coll., Univ. of Durham, 1924. B.Eng. (Adeundem), Univ.
of Sask., 1936; Member, Inst. Naval Arch'ts., London; 1911-16, ap'tice, 1916-20,
dftsman. Ropney & Sons, shipbldrs., Stockton-on-Tees; 1924-25, ship's dftsman.,
Armstrong-Whitworth, Naval Yard, Walker-on-Tyne; 1925-29, engrg. dftsman.,
power plant design and layout, Babcock & Wilcox, London, England; 1929-41,
asst. prof, of mech. engrg., Univ. of Sask.; 1941 to date, Constructor Lieut. Com-
mander, R.C.N.V.R., Naval Service Hdqrs., Ottawa, Ont.
References — C. J. Mackenzie, R. A. Spencer, I. M. Fraser, W. E. Lovell, G. R.
Dalkin, E. Brown, A. C. M. Davy.
BAIRD— HUGH S., of 9807— 83rd Ave., Edmonton, Alta. Born at Red Deer,
Alta., Aug. 16th, 1906; Educ: I.C.S.; 1929 to date, asst. foreman, shops, Dept. of
Public Works, Edmonton, Alta. (Applying for admission as an Affiliate.)
References — G. H. N. Minkman, N. W. Macpherosn, E. D. Robertson, A. Frame,
D. W. Ritchie.
BARRICK— JOHN BRUCE, of 1070 Sixth Ave., Verdun, Que. Born at Melville,
Sask., Dec. 19, 1913; Educ: B.Sc. (Elec), Univ. of Man., 1935; 1936-37, asst. prin-
cipal, Junior High School, Selkirk, Man.; 1937-38, sales engr., Dominion Sound
Equipment, Toronto, Ont.; 1938-39, student engr., development lab., 1939-40, asst.
purchasing agent, R. C. A. Victor Co. Ltd., Montreal; 1940-41, buyer, plant equip-
ment, and 1941 to date, elec. dftsman., Defence Industries, Ltd., Montreal.
References— H. C. Karn, J. R. Auld, A. G. Moore, P. Varley, C. R. Bown.
BEECROFT— GEORGE WILLIAM , of Ottawa, Ont. Born at Little Britain, Ont.,
Jan. 26th, 1898; Educ: B.A.Sc, Univ. of Toronto, 1923; 1914-19, overseas, C.E.F.;
Summers — 1920, machine shop, Willis-Overland, Toronto, 1921, rly. mtce., C.N.R.,
1922, Hollinger Gold Mines, 1923, roadways dept., city of Toronto, 1924, York Twp.
sewerage system; 1924-30, Tropical Oil Company and International Petroleum Co.
Ltd., South America: res. engr. on town of El Centro; constrn. of pipeline for Andian
National Corpn.; res. engr., on constrn. of bridges, power plant, gasoline plants,
filtration plant, etc.; 1930-39, head office, Imperial Oil Ltd., and International
Petroleum Co., Toronto; engrg. and gen. purchasing dept., on specification standard-
ization and procurement of mech. and constrn. equipment for oil fields, refineries,
gasoline plant, automotive equipment, etc; 1939-40, 2 i/c No. 2 Army Field Work-
shop, R.C.O.C; 1940, O.M.E. course at Military College of Science, Lydd, England;
1940-41, O.C., No. 2 Army Field Workshop, R.C.O.C, Can. Corps.; 1941-42, acting
chief ordnance mech. engr., M.G.O. Branch, N.D.H.Q.; Aug. 1942 to date, military
adviser, Wartime Bureau of Technical Personnel and National Selective Service,
Ottawa, Ont.
References— L. A. Wright, H. W. Lea, C. R. Young, K. M. Cameron, S. R. Frost,
T. S. Glover.
BROOKES— STANLEY GEORGE, of 2 Rock Ave., Ottawa, Ont. Born at London,
England, Nov. 9th, 1906; Educ: Corres. course in elec engrg., Master Electrician's
License, Ont. and Que. ; 1929 to date, industrial and commercial electrical contractor,
Ottawa, Ont. (Applying for admission as Affiliate.)
References— J. M. Riddell, L. T. Martin, A. N. Ball, J. W. Paterson, G. Stephenson,
K. F. Wrangell.
EATON— EDWIN RUSSELL, Jr., of 57 Rosedene Ave., Hamilton, Ont. Born
at OriUia, Ont., May 5, 1910; Educ: B.A.Sc, Univ. of Toronto, 1936; with the Steel
Co. of Canada, Canada Works, as follows: 1936-38, i/c fabrication and use of pro-
duction tools; 1939 (Jan. -July), asst. supt., east mill; 1939 to date, supt. east mill,
responsible for operation of mill on cold headed wire products.
References— W. E. Brown, J. R. Dunbar, J. J. Kelly, A. E. Allcut, T. S. Glover.
HAINSTOCK— HOWARD NELSON, of 2625 Tolmie St., Vancouver, B.C. Born
at Kelloe, Man., Nov. 25, 1906; Educ: B.A., 1928, M.A., 1929, Brandon College;
1930-31, post-grad, work on geol. leading to Ph.D. at Chicago Univ.; 1927-35 (sum-
mers), asst. on geol. survey party; 1933-34, with Granby Consldt. Mines; Central
Man. Mines & Ferry Creek Syndicate; 1935, i/c 4 sub parties under Dr. B. R.
MacKay in Sask. investigating ground water resources; 1935-37, writing of reports
on findings of survey of 1935; 1937, i/c field party on ground water investigation in
Ontario; 1938 to date, district mgr. for International Water Supply Ltd., engaged
in water well installations, investigation of water supplies for towns, cities, industries,
etc., and for British Commonwealth Air Training Schools.
References — J. E. Underwood, W. E. Crossley, J. G. Schaeffer, T. L. McManamna,
R. S. Charles, Jr.
HARKNESS— WILFRED DICKSON, of Port Arthur, Ont. Born at Tsinan,
Shantung Prov., China, Nov. 17, 1918; Educ: B.Sc. (Forest Engrg.), Univ. of N.B.,
1941 ; with the Abitibi Power & Paper Co., Port Arthur Division, as follows: 1941-43,
chief cruiser and asst. forester i/c cruising and advance surveys; 1942 to date, chief
cruiser and field control man.
References — John Stephens, A. F. Baird, R. D. Harkness, D. S. Ellis.
HARRIS— ARTHUR DAVID, of Riverside, Ont. Born at Perth, Scotland, Oct.
12th, 1891; Educ: 1904-08, London Polytechnic Institute, senior matric, 1908;
R.P.E. of Ont.; 1909-14, structl. dfting., estimates and costs, Canada Foundry Co.
Ltd., Toronto; 1915-19, overseas, C.E.F.; 1919, instructor, Dept. Soldiers Civil Re-
establishment; 1919-22, structl. detailing, checking and designing, Canadian Bridge
Co. Ltd.; 1922 to date, with Ford Motor Co. of Canada Ltd. as follows: 1922-24,
design and constrn. engr., 1924-30, engr. i/c design of plant production and mtce.
equipment, materials handling, machine layout, etc, 1930-35, asst. chief engr., gen.
respons. for plant engrg., 1936, in New Zealand, engr. i/c design, constrn. and equip-
ment of assembly branch (incl. steam and elec. distribution), 1937-41, asst. chief
engr., and July 1941 to date, chief engr.
References — P. E. Adams, F. C. Ansley, J. B. Candlish, E. Chorolsky, G. V. Davies,
W. D. Donnelly, C. M. Goodrich, A. E. West.
KEEN— CHESTER ANDREW, of Marshalltown, N.S. Born at Digby, N.S.,
April 14, 1913; Educ: 1940-41, plane surveying, N.S. Tech. Coll.; 1935-36, chainman
and rodman, 1936-40, instr'man., N.S. Dept. of Highways; 1940 (Aug. -Dec), in-
str'man., shore defence battery, Dept. of National Defence; 1941-42, worked at bldg.
trade, Digby; 1942 to date, instruman. and dftsman., Dominion Construction Corp.
Ltd., Deep Brook, N.S.
References — L. S. Collison, W. L. Fraser, A. R. Moffat, J. L. Wickwire.
LOUDEN— THOMAS NEWTON, of 5762 Highbury St., Vancouver, B.C. Born
at Dunfermline, Scotland, April 5th, 1904; Educ: B.A.Sc. (Civil), Univ. of B.C.,
1929; 1926 (9 mos.), instr'man., C.N.R.; 1927-28, instr'man., Dept. Public Works,
B.C.; 1928-33, dfting. and design, structl. steeldept., and 1933-36, sales engr., Cana-
dian Vickers Ltd., Montreal; 1937 to date, with the Hamilton Bridge Western Ltd.,
Vancouver, as follows: 1937-41, contract engr., 1941-42, acting gen. mgr., 1942 to
date, gen. mgr.
References— W. N. Kelly, H. N. Macpherson, C. E. Webb, P. B. Stroyan, H. C.
Anderson.
LYNDE— CARLETON JOHN, Jr., of 80 Percival Ave., Montreal West, Que.
Born at Auburn, N.Y., Aug. 15th, 1906; Educ: B.Sc. (Elec), McGill Univ., 1929.
One year post-graduate work; R.P.E. of Que.; 1925-27 (summers), paper mill
constrn., Fraser Brace. Engrg. Co., substation constrn., Shawinigan Engrg. Co.; 1928
(4 mos.), statistical work, New York Edison Co.; 1929-37, Northern Electric Co.
(and Dominion Sound Equipments Ltd., subsidiary), installn., mtce., and sales of
theatre sound equipment, public address equipment, etc; 1937-41, supt., Montreal
plant, Coca-Cola Co. of Canada Ltd.; 1941 to date, with G. Lome Wiggs, M.E.I.C,
as res. engr. on constrn., Nov. 1942 to date, acting as assit, plant engr. at Noorduyn
Aviation Ltd., Montreal.
References — G. L. Wiggs, C. V. Christie, W. G. Hunt, L. C. Jacobs, R. B. Jennings.
THE ENGINEERING JOURNAL May, 1943
325
McLEAN— JOHN NEWELL, of Winnipeg, Man. Born at Hamiota, Man. , Aug. 9,
1908; Educ: B.So. (Civil), Univ. of Man., 1932; Summers: 1927-29, Man. Good
Roads Bd., 1930, Man. Bridge & Iron Wks., Ltd., 1931, Dept. of Mines and Natural
Resources of Man.; 1937-38, contractor's supt. on highway constrn., Ryan Contracting
Co., Windsor, Ont.; 1938 (May-Dec), Engr. and inspr. on bituminous paving con-
strn., Toronto & York Roads Comm., Toronto, Ont.; 1939 (Jan. -June), dftsman.,
Ontario Dept. of Highways; 1939 to date, asphalt engr., Imperial Oil, Ltd., Win-
nipeg, Man.
References— D. M. Stephens, T. E. Storey, W. P. Brereton, W. D. Hurst, Geo.
R. Fanset.
MONETTE— EDDY, of Ste. Thérèse, Que. Born at Valleyfield, Que., Dec. 28th,
1909; Educ: B.A.Sc, CE., Ecole Polytechnique, 1935; R.P.E. of Que.; 1930-35
(summers) and 1935-36, Beauharnois Light, Heat & Power Co.; 1936-42, asst. divn.
engr., and at present, divn. engr., Dept. of Roads, Prov. of Quebec.
References — E. Gohier, A. Gratton, J.-O. Martineau, J. -A. Lalonde, L. Trudel.
PATRICK— KENNETH ERNEST, of 3094 West 28th Ave., Vancouver, B.C.
Born at Victoria, B.C., Sept. 14th, 1912; Educ: B.A.Sc. (Civil), Univ. of B.C., 1936,
R.P.E. of B.C.; 1931-32, instr'man., engrg. dept.; City of Victoria; 1936-37, asst. to
W. G. McElhanney, cons, engr.; 1937 to date, second asst. engr., Greater Vancouver
Water District and Vancouver and District Joint Sewerage and Drainage Board,
Vancouver, B.C.
References— E. A. Cleveland, W. H. Powell, F. C. Stewart, G. M. Irwin, A. Peebles.
PEELING— HERBERT OLIVER, of Hamilton, Ont. Born at Saskatoon, Sask.,
Feb. 28th, 1912; Educ: B.Sc (Mech.), Univ. of Sask., 1934; R.P.E. of Ont.; 1934
(3 mos.), analysing coal and water; 1935 (6 mos.), designing and dfting. proposed
extension to Saskatoon plant, Sask. Power Commn.; 1935 to date, with Canadian
Westinghouse Co. Ltd. as follows: 1939-41, mech. design of elec equipment, mech.
engrg. dept., Jan. 1941 to date, asst. to plant engr-, supervn. of plant engr's. dept.,
incl. power nouses, special equipment, and control of dept. in absence of plant engr
References — C. J. Mackenzie, I. M. Fraser, L. C. Sentance, G. W. Arnold, H. A.
Cooch, E. M. Coles.
PELLETIER— PAUL LUCIEN, of Montreal, Que. Born at Montreal, June 30th.
1915; Educ: B.A.Sc, CE., Ecole Polytechnique, 1938; R.P.E. of Que.; 1935-37
(summers), Quebec Bureau of Mines, Geodetic Survey and Dept. of Mines, Ottawa;
1938-40, asst. to chief engr., Montreal Catholic Schools Commn.; 1940-41, consltg.
engr., and Jan. 1941 to date, service mgr., Montreal Coke and Manufacturing Co.
(LaSalle Coke Company), Montreal, Que.
References — P. -P. Vinet, L. Trudel, A. Cousineau, S.-A. Baulne, A. Circé,
A. Frigon, J. LeBlanc, R.-E. Matte, A. Collet.
RANKIN— CHARLES JOHN, of 2910 Maplewood Ave., Montreal, Que. Born
at Glasgow, Scotland, Aug. 16, 1907; Educ: 1927-31, diploma course, Paisley Tech.
Coll. and Royal Tech. Coll., Glasgow; 1922-31, work on sand pumps, mech. dredges,
minesweepers, and in pattern shop, foundry -mach. shop, etc., and 1931-34, designing
engr., Lobnitz & Co. Ltd., Renfrew, Scotland; 1934-35, supervising engr., James
Howden & Co. Ltd., Glasgow; 1935-36, plant mtce. engr., Smith & McLean, Ltd.,
Glasgow; 1936-37, marine engr., on shipboard, John Glen & Co. Ltd., Glasgow;
1937-39, design, process investigations and supervision of plant instllns. and mtce.
schedules, Ogilvie Flour Mills Co. Ltd., Montreal; 1937-39, senior asst., design and
investigation of industrial processes and new developments, Robert A. Rankin & Co.,
Montreal; 1938 to date, R.C.O.C, at present Captain and O.C No. 121 Light Aid
Detachments, A/OC No. 118 and No. 65, on active service overseas.
References— C B. McRitchie, F. S. B. Heward, E. G. M. Cape, J. B. Stirling,
H. J. Doran, R. E. MacAfee, F. G. Rutley.
RUBUSH— JAMES PROSSER, of Homewood, 111. Born at Johnson County,
Indiana, June 24th, 1905; Educ: U.S. Naval Academy. Two extension courses in
chem. engrg., Univ. of Wisconsin; 1927-28, asst. plant engr., Rhinelander Paper Co.,
Rhinelander, Wis.; 1929, supervising engr. of constrn., Proctor & Gamble Co.
Cincinnati, Ohio; 1930-33, plant engr., Central Paper Co., Muskegon, Mich.; 1934-35,
supt., Filer Fibre Co., Manistee, Mich.; 1936-38, chem. engr., Swenson Evaporator
Co., Harvey, 111.; 1939 to date, executive engr., Swenson Evaporator Co., and
Whiting Corporation (Canada) Ltd., Harvey, 111.
References — W. N. Kelly, J. N. Finlayson, H. N. Macpherson, R. S. Jane, L.-A.
Duchastel.
SWEET— FREDERICK ARTHUR, of Ottawa, Ont. Born at Humberstone,
Ont., June 27, 1911; Educ: B.A.Sc. (Civil), Univ. of Toronto, 1936; 1936 and 1938,
instrman and drainage engr., for J. W. Tyrrell, M.E.I.C.; 1937, asst. engr., Dayton
Porcupine Mines, Ltd., Timmins, on development work, prospecting, etc.; 1938,
Ajax Engineers, Ltd., on sign frames, radio towers, etc.; 1939, instrman. and asst.
engr., City of St. Thomas; 1940 to date, asst. sec, Can. Engineering Standards Assn.,
Ottawa, Ont.
References— WT. C Miller, C. R. Young, W. R. McCaffrey, T. A. McElhanney,
W. P. Dobson.
WILHJELM— FRITS ERIK, of Moncton, N.B. Born at Odense, Denmark,
Aug. 10th, 1896; Educ: B.Sc, Royal Technical College, Copenhagen, Denmark,
1920; 1920-22, asst. engr., Danish National Rlys.; 1922-25, asst. engr., G. Mengel,
cons, engr., Odense; 1929-30, land surveying, 1930-31, constrn., 1937-38, concrete
inspr., 1939 to date, asst. engr. and instr'man., C.N.R., Moncton, N.B. (1932-37
farming in Nova Scotia.)
References— H. J. Crudge, C. S. G. Rogers, G. E. Smith, E. R. Evans, A. R.
Bennett, V. C. Blackett.
FOR TRANSFER FROM JUNIOR
JARVIS— GERALD WALTER, of Montreal, Que. Born at Hamilton, Ont.,
Sept. 30th, 1907; Educ: B.Sc. (Mech.), Queen's Univ., 1930; with McColl Frontenac
Oil Co. Ltd. as follows: 1934-36, design work, 1936-38, design and constrn. of refinery
equipment, 1938-39, shift supervisor, Montreal Refinery, 1939-42, design, constrn.
and mtce., oil refinery and terminal equipment, and at present, chief engr. (St. 1931,
Jr. 1938.)
References— C. P. Tomlinson, H. M. Watson, G. V. Roney, G. H. Gillette,
L. H. Birkett.
ROGERS— HUBERT DAVID, of Gananoque, Ont. Born at Gananoque, Ont.,
July 31st, 1892; Educ: B.Sc, Queen's Univ., 1913; 1911, geological survey of Canada;
1920, Ontario Dept. of Highways; 1920-39, supt. Gananoque Waterworks and
Sewerage Comm.; at present, mtce. dept., Aluminum Co. of Canada, Kingston
works. (St. 1913; Jr. 1922.)
References — H. W. Harkness, K. M. Window, W. L. Malcolm, D. S. Ellis, W. F.
Noonan.
SCROGGIE— GEORGE NELSON, of London, Ont. Born at Guelph, Ont.,
Mar. 31st, 1910; Educ: B.Sc, Queen's Univ., 1935; R.P.E. Ont.; 1930-32, and 1934
(summers), assisting City of Guelph Engineer; 1935-36, road and bridge constrn. for
County of Waterloo, Ont.; 1937-38, Dept. of Highways of Ont., Chatham residence;
1939-40, and 1942 to date, junior engr. for Dept. of Public Works of Canada, London,
Ont.; 1940-42, Lieut., R.C.E., constrn. of paved roads and parade grounds in
England, with No. 1 Road Constrn. Co. (Jr. 1939.)
References— H. F. Bennett, H. G. Stead, W. Veitch, D. J. Emrey, H. S. Nicklin.
TAYLOR— WILLIAM RUSSELL COATES, Sqr./Ldr„ R.C.A.F., of Prince
Rupert, B.C. Born at Winnipeg, Jan. 24th, 1906; Educ: B.Sc, Univ. of Man., 1929;
R.P.E. Man.; 1923-24, elect, constrn. and mtce. dept., and 1924-27, trouble dis-
patcher, Winnipeg Elec. Co.; 1929-32, elect, designer, Northwestern Power Co.;
1932-35, operator, Ontario & Minnesota Power Co.; 1935-38, electl. engr., Greater
Winnipeg Sanitary Dist.; 1938-40, radio and elect, engr., Trans-Canada Air Lines;
1940 to date, R.C.A.F. Signals, 1940-41, Montreal No. 1 W.S., 1941-42, chief in-
structor, Winnipeg, No. 3 W.S., 4 mos. to date, Senior Group Signal Officer, Prince
Rupert. (St. 1928, Jr. 1934.)
References — E. V. Caton, D. L. McLean, J. Dyment, L. M. Hovey, W. P.
Brereton.
FOR TRANSFER FROM STUDENT
AUBRY— GERARD, of Montreal, Que. Born at Montreal, Mar. 9th, 1916;
Educ: B.A.Sc, C.E., Ecole Polytechnique, 1941; Summers — 1937, city planning,
Montreal Metropolitan Comm., 1938, instr'mn., Quebec Streams Comm., 1939,
machine man helper, Noranda Mines Ltd., 1940, surveyor, Quebec Drainage Comm.;
May-Oct., 1941, asst. res. engr., Quebec Highways Dept.; Oct. 1941 to Jan. 1942,
instlln. dept., Northern Electric Co.; Jan. 1942 to date, instructor, Air Navigation
Branch, R.C.A.F., rank of Flying Officer. (St. 1939.)
References — A. Circé, J. -A. alonde, L. Trudel.
BARKWELL — STEWART, of 411 Dobbin Ave, Peterborough, Ont. Born at
Dysart, Sask., Oct. 16th, 1915; Educ: B.Sc. (Elec), Univ. of Man., 1940; 1937-38
(summers), rodman, instr'mn. anddftsmn., Dom. Govt., P.F.R.A.; 1938-39, hoistman
and boilerman, Flin Flon Gold Mines Ltd.; 1940-41, testing and design, 1941 to
date, design and substitution, General Electric Co., Peterborough, Ont. (St. 1939)
References — E. P. Fetherstonhaugh, I. F. McRae, G. R. Langley, B. I. Burgess,
D. V. Canning, D. J. Emery, A. L. Malby.
BUBBIS— MORRIS ISRAEL, of 187 Lisgar St., Ottawa, Ont. Born at Phila-
delphia, Pa., Aug. 28th, 1915; Educ: B.Eng., (Mech), McGill Univ., 1938; 1936
(summer), labor progress and cost records, C.P.R., Kenora Divn.; 1937 (summer),
mech. dftsmn., Canadian Locomotive Co. Ltd., Kingston, Ont.; 1938-39, asst. to
constrn. supt., British American Oil Co. Ltd., Regina and Winnipeg; 1939 to date,
asst. mech. engr., Directorate of Works and Constrn., Dept. of National Defence,
Ottawa, design and layout of high pressure central heating plants and steam dis-
tribution systems, heating, plumbing, water and sewer mains, etc. (St. 1937.)
References — D. Blair, H. B. MacCarthy, O. A. Barwick, C. M. McKergow
E. Brown, N. M. Hall, G. H. Herriot.
CHANDLER— RALPH WRIGHT, of 77 Wellesley St., Toronto. Born at Calgary,
Alta., Feb. 16th, 1916; Educ: B.Sc. (Civil), Queen's Univ., 1941; Summers— 1937,
field dftng. and chaining, Lake Sulphite Pulp Co., 1938, operator, Thunder Bay
Power system, 1939, Abitibi Power Island Falls power plant, dam repair work, 1940,
struct'l detailing. Dominion Bridge Co., Lachine; 1941 to date, junior engr., Hydraulic
Dept., Hydro Electric Power Commission of Ontario, Toronto. (St. 1940.)
References— M. W. Huggins, J. R. Montague, E. A. Sudden, D. S. Ellis, R. F.
Legget, O. Holden.
FRECHETTE— ADOLPHE GASTON, of 268 Argyle Ave., Verdun, Que. Born
at Montreal, Aug. 9th, 1915; Educ: B.A.Sc, CE., Ecole Polytechnique, 1940;
R.P.E. Quebec; 1937-38 (summers), instr'mn. and inspection on road const., Lalonde
& Valois; 1939 (summer), inventory of Montreal L.H. & P. for Prov. Bd. of Elec-
tricity; 1949 (2 mos), res. engr., Quebec Road Dept.; 1940 to date, struct'l design
and dftsmn., Dominion Bridge Co. (St. 1938.)
References — R S. Eadie, R. M. Robertson, J. -A. Beauchemin, J. -P. Lalonde,
O.-O. Lefebvre, A. Gratton.
GOODFELLOW— HODGSON, of London, England. Born at South Shields,
Durham, England, June 15, 1915; Educ: B.Sc. (Mech.), Univ. of Sask., 1940;
1937-38, survey, Dept. of Agriculture, P.F.R.A.; May, 1940, enlisted as Lieutenant
R.C.E., going oversells in March, 1941; Oct. -Nov., 1941, attached to British Admir-
alty as Experimental Officer; Mar. 1942 to date, attached to Controller of Physical
Research, British Ministry of Supply as Senior Experimental Officer. Responsible
for development of non-metallic armour for purposes and uses other than Naval.
Dec. 1942, promoted to Captain, R.C.E. (St. 1939)
References — C J. Mackenzie, R. A. Spencer, I. M. Fraser, W. E. Lovell.
GUY— ROSS THOMAS, of 141 Agnes St., Oshawa, Ont. Born at St. Thomas,
Ont., Oct. 2, 1915; Educ: B.Sc, (Mech .), Queen's Univ., 1941; 1937-40, (summers),
track engrg. dept., New York Central R.R., as rodman, chainman, instr'mn., and
dftsmn ; with General Motors of Canada, Ltd., Oshawa, as follows: Feb. -Oct., 1941,
senior detailer, Engrg. Dept., Oct. 1941 to July 1942, junior layout man, July to
Dec. 1942, acting project engr., and Dec. 1942 to date, project engr. (St. 1940.)
References— A. Jackson, L. T. Rutledge, D. S. Ellis, L. M. Arkley.
JARRY— AUREL GASTON, of Quebec City. Born at Montreal, Que., Jan. 11th,
1916; Educ: B.Eng. (Civil), McGill Univ., 1940; July 1940 to date, Navigation
Instructor, R.C.A.F., with rank of Flight-Lieutenant, at Ancienne Lorette, Que.
(St. 1940.)
References — R. DeL. French, G. J. Dodd, F. M. Wood, R. E. Jamieson, C. M.
McKergow.
LORD — ROGER, of Beauharnois, Que. Born at St-Boniface-de-Shawinigair
Que., Aug. 31st, 1910; Educ: B.A.Sc, CE., Ecole Polytechnique, 1940; R.P.E.
Quebec; 1935-36 (summers), Highways Dept. of Quebec; 1937-40, asst. to city engr.,
City of Shawinigan Falls, Que; 1940 to date, asst. to res. engr.. Power House,
Beauharnois Light, Heat & Power Co., Beauharnois, Que. (St. 1939)
References— B. K. Boulton, C H. Pigot, C G. Kingsmill, It. Boucher, L. Trudel.
NEWBY— WILLIAM MURRAY, of Niagara Falls, Out. Born at Chatham, Ont.,
Aug. 4, 1918; Educ: B.Sc, Queen's Univ., 1940; 1938-39 (summers), hydraulic
mtce, Trent system and Queenston Power Plant, H.E.P.C of Ontario; 1940-41,
test department, and 1941 (Apr. -Aug.), asst. to plant engr., Wire and Cable Dept ,
Canadian General Electric Co. Ltd., Peterborough; Aug. 1941-Dec. 1942, reinforced
concrete design and detailing on Aluminum Co. Shipshaw Power project and Polymer
Corp. rubber plant at Sarnia, Ont., and at present checking and expediting orders
for equipment for power plant and pumping station, Polymer Corp., H. G. Acres
& Co., Niagara Falls, Ont. (St. 1940.)
References — H. G. Acres, D. S. Ellis, W. Maclachlan, J. H Iiikk. A I. Malby.
McDOUGALL— WILLIAM ALLAN, of Fredericton, N.B. Born at Saint John,
N.B., July 17th, 1920; Educ: B.Sc, (Civil), Univ. of N.B., 1941 ; 1937-40 (summers),
timekeeper and i/c stores, Armstrong Bros. Constrn. Co., Perth, N.B. ; 1941 (2 mos.),
dftng. and designing, tool room, Canada Car & Foundry Co., Airplane Branch,
Amherst, N.S. ; June 1941 to date, instr'man., Dept. of Transport, Civil Aviation
Branch, Moncton, N.B., engaged at Sydney Airport, N.B., and Buchan Airport,
NHd., on constrn. (St. 1941.)
References— E. O. Turner, A. R. Bennett, D. C. Bowlin, A. S. Donald, J. J.
Gorman.
RALPH— JOHN ARTHUR, of 57 Spencer Ave., Toronto, Ont. Born at Lad
Que., Jan. 8, 1916; Educ: B.Sc (Elec), Univ. of N.B., 1937; 1937-38, test course,
1939-41, illuminating and appliance engrg., Canadian General Electric Co.; 1941-42,
sales engrg., Crouse-Hinds Co.; 1942 to date, assembly foreman, chief inspr , and
plant engr., Marelco Ltd., Toronto, Ont. (St. 1937.)
References— W. T. Holgate, P. W. Doddridge, G. R. Langley, E. O. Turner,
A. F. Baird.
326
May, 1913 THE ENGINEERING JOURNAL
ELECTRICAL EQUIPMENT
(Continued from page 290)
56 per cent over the 1931 consumption. To-day, there are
over \Yl million domestic customers on central station lines
and the average annual consumption is 1438 kw.h. An
average size, completely electrified home uses 6,000 kw. h.
per annum.
The Effect of the War on Electrical Equipment
Electrical manufacturers are building huge quantities of
electrical equipment required by Canada's primary pro-
ducers as well as for those industries fabricating these
materials into the tools of war. In addition to its regular
products, the electrical industry is successfully carrying on
the manufacture of guns, searchlights, marine propulsion
engines, marine generators, aircraft instruments, as well as
plastic parts and other components for war equipment.
Entirely new electrical devices, many of which are on the
secret list, are also being manufactured.
To conserve the supply of critical materials, plant
facilities, and labour, the Wartime Prices and Trades Board
has placed restrictions on many types of electrical equip-
ment previously manufactured.
The great progress that has been made in the develop-
ment of electrical equipment in the past quarter century is
being successfully applied to the prosecution of the present
conflict. When peace returns, these advances will be
utilized in increased measure to benefit industry, the muni-
cipality and the home, and indeed all mankind.
PUBLIC WORKS
(Continued from page 292)
and description of a proposed work, investigation is made
by the local engineer of the department and a report sub-
mitted on the proposed work as to its interference with na-
vigation. Works constructed without approval under the
Navigable Waters Protection Act are unlawful, and if a
work not so approved is considered by the Governor
General in Council to be an obstruction to navigation, he
may order its removal at the expense of the owner.
Surveys, investigations and reports in connection with
projects, both those which are carried out and many which
are not proceeded with, are undertaken by the district offices
of the Department, but it has been found advisable to place
the work of carrying out test borings and diamond drilling
under a special engineer at headquarters. In 1918, there
were two outfits in use for testing overburden and one
diamond drilling outfit for examination of rock. By 1942,
these had increased to six and four drilling outfits respective-
ly. The usual overburden drilling outfit is equipped to carry
a two-inch hole to a depth of 175 ft. The diamond drilling
outfits can drill some 400 to 500 ft. through rock and one
machine is equipped for use to a depth of 1200 ft. Actual
samples of material are obtained throughout the depth
drilled. Although the Test Boring Division was primarily
organized for use by the Department, its services are fur-
nished to the other departments of the Dominion Govern-
ment, and the equipment may be used at cost, if available,
by outside parties. The work of carrying out test borings
has been in charge of H. M. Davy, m.e.i.c, since 1905.
ENGINEERS IN THE CONSTRUCTION INDUSTRY
(Continued from page 293)
contractor's experience and knowledge, which may be highly
specialized, is then available. Obviously, this is only made
possible by the existence of engineers in the contractor's
organization.
The foregoing has indicated briefly the manner in which
the influence of the engineer has increased in the construc-
tion industry, and — -in many cases — a change in his position
from one of minor influence to one of actual ownership and
operation. This trend may be expected to continue with
increasing benefit to the industry. Construction must play
a large and important part in the post-war period, and the
problem of securing skilled engineering personnel is bound
to be a serious one — indeed, much more difficult than during
the year 1941, in which the peak of war construction was
reached. The industry will look to the younger engineers
to fill up the ranks. The field is an attractive and promising
one to the young man who will realize early enough in his
post-graduate years that success in it can only be attained
by the sacrifice of certain personal comforts which may
perhaps be enjoyed by his fellows who have yielded to the
temptation of taking an easier course. Construction is a
tough job for engineers of tough fibre, and few observers
will deny that construction engineers earn their living the
hard way. To man this industry in the active years ahead
is at once the engineer's challenge and opportunity.
HIGHWAYS
(Continued from page 297)
In 1930, the width in Canada was established at 66 ft
but, to-day, the figure for our main highways has reached
250 ft.
This 250-ft. width adopted for the sections of super-high-
ways presently under construction in some parts of Canada
corresponds to the standards now used in the United
States.
But it is to be noted also that statistics show the accidents
have increased at a greater rate on roads than in the streets
of cities and towns. Since 1935, the number of accidents in
the cities and towns has increased by about 35 per cent
while, in highways, the increase has been 75 per cent. In
fact, the number of accidents has increased in a greater
proportion than the number of vehicles and the consump-
tion of gasoline.
The figures are striking because it seems evident that
such an increase in accidents is not normal, and that steps
must be taken to determine their cause and to reduce their
number.
In order to regulate traffic on our main highways, traffic
engineers should be appointed to study traffic conditions
and signalization. Pavement markings and road signs should
be placed under their supervision.
The standards for road signs and pavement markings
should be uniform throughout Canada and in the United
States so that a tourist travelling from one state to another,
or from one province to another, should be familiar with
these signs wherever he travels.
Our improvements in road construction should conform
to standards that suit the people who invade our territory
for recreative purposes. In case of any emergency of a less
peaceful character, they would be invaluable for the move-
ment of troops, transportation of supplies and goods, and
the evacuation of the larger centres of population.
The foregoing exposé of the consideration given by the
different provinces to traffic requirements and how they
intend to satisfy them is not exhaustive, but it will perhaps
serve to show that all the provinces of Canada realize that
they have great responsibilities in the fulfilment of their
duties. They will undoubtedly do their best to give satis-
faction to users of our Canadian highways.
THE ENGINEERING JOURNAL May, 1943
327
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions racant uiiI**«h—
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
MECHANICAL ENGINEER. Either capable of mak-
ing mechanical repairs to power shovels, tractors,
etc., or willing to learn. Tropical assignment. Apply
to Box No. 2619-V.
EXPERIENCED TRANSITMAN for railway engin-
eering work. Apply to Box No. 2629-V.
CIVIL ENGINEER, must be capable of supervising
plant and small town house construction. Tropical
assignment. Apply to Box No. 2630-V.
MECHANICAL ENGINEER, plant maintenance,
important war work in the Saguenay district. Apply
to Box No. 2634-V.
SALES ENGINEER AND BRANCH MANAGER
required for Ottawa office of firm specializing in
sale of engineering supplies. Either French or English.
Permanent employment, fine prospects. References
required. Apply to Box No. 2635-V.
SITUATIONS WANTED
CIVIL ENGINEER, experienced dockyards, power,
waterways and industrial buildings, etc., expediting
and inspection. Apply to Box No. 183-W.
CIVIL ENGINEER, 38, experienced in all types of
building construction and in industrial layout work.
Wants permanent or temporary position in charge of
design or construction. Present location, Montreal.
Apply to Box No. 576-W.
GRADUATE MECHANICAL ENGINEER, m.e.i.c.,
17 years experience as production manager and
factory organizer in metal and various other indus-
tries, military exempt, available on short notice.
Apply to Box No. 1730-W.
GRADUATE ENGINEER of proven administrative
and executive ability desires position entailing greater
responsibility and scope for initiative. Presently
supervising the production of precision tools. Experi-
enced in personnel work and all phases of mainten-
ance engineering work. Apply to Box No. 2450-W.
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.
SURVEYING INSTRUMENTS FOR
SALE
SIMPLE THEODOLITE, Stackpole and Bros.
Telescope, 10" long, 1 Ji" dia. O.S.
Compass, 5 ]4." dia.
Table, 7 M" dia.
Scale, 6}4" dia.
Height of C.C. of telescope above levelling table,
wy,".
Spirit levels, 3 }4" long x }4" dia.
Levelling screws, 4.
Condition of instrument and lenses — excellent.
Complete with tripod and plumbob in wooden case.
V LEVEL, Watts (bright brass).
Telescope, 10 K" long, 1 W dia. O.S.
Height of C.C. of telescope above levelling table,
5^".
Levelling screws — 4.
Base plate, 3 lA" dia.
Complete in wooden case, with tripod.
Condition of instrument and lenses, good; one in-
dexed lense appears to require cleaning.
SURVEYOR ARROWS, one set (11), fs" sq- * 14"
long. Condition, new.
STADIA ROD, 12 ft. (7 ft. closed). Condition, new.
LEVELLING ROD, 16 ft. (6 ft. closed). Condition,
excellent.
PICKETS, iron-shod, 2-5 ft. Condition, good.
MINER'S DIP COMPASS, W. S. Darley, in case. Like
new.
SET OF 65 RAILROAD CURVES, in wooden case.
Like new.
C.C. Moler-Line loss and voltage drop slide rule. Like
new.
Full leather map-case, 5 yi" dia. x 40" long. Condition,
good.
Matthews Teleaheight Level, in leather ease. Condition,
good.
Offer» will be considered. Apply to Box No. 48-S.
FOR SALE
Thacher Calculating Rule in mahogany case,
good condition. Apply to Box No. 49-S.
FOR SALE
ARCHITECTS COMBINED Y LEVEL AND
TRANSIT, Kinkead Mfg. Co., Boston, Mass.
Telescope 11" long, \\i" dia. Transit reads to
minutes. Levelling screws — 4, Sun glass— 1,
Plumbob — 1, Complete in wooden box with
tripod. Condition of instrument and lenses —
excellent. 14 ft. extension on levelling rod. Apply
to Box No. 50-S.
FOR SALE OR RENT
TRANSIT, W. & L. E. Gurley, complete with
tripod, 5" dia. horizontal circle. In excellent
condition. Apply to Box No. 51-S.
FOR SALE
Transits, theodolites, compasses, levels, clino-
meters, hand-levels, pickets, tapes, rods (10', 15'
and 20' slab), other accessories. Draughting boards
and instruments; planimeters, electric-motored
erasers, plan-binders, scales, etc. Apply to Ralph
Kendall, m.e.i.c, 93 Maynard Street, Halifax, N.S.
Telephone 4-2849.
REQUIRED IMMEDIATELY
Chemical, Civil, Mechanical
and
Metallurgical Engineers
For Production Supervision
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to
The Aluminum Company of Canada
Limited
1700 Sun Life Building
Montreal, Que.
ENGINEERS WANTED
A Power Company located in Western
Canada has vacancies for three graduate
electrical engineers for permanent posi-
tions. Two as designers in power house and
substation design, and one experienced in
design of distribution and transmission
systems.
Do not apply unless your services arc
available under Canadian regulation P.C.
246, Part 3, January 19, 1943, administered
by the Wartime Bureau of Technical Per-
sonnel .
Applicants must not be over forty years
of age, and should send full particulars of
qualifications, experience, references, etc.,
to Box No. 2633- V.
AN APPEAL FOR BACK NUMBERS OF THE JOURNAL
The Journal circulation extended, before the war, to several of the countries now occupied by the enemy. It con-
sisted partly of paid subscriptions and partly of exchanges with other publications. Since the spring of 1940, the
supply of engineering literature from these countries has ceased and we have likewise discontinued sending the Journal.
With a view to completing our file of foreign publications when the war is over, we have put aside, every month
for the last three years, a number of copies of the Journal for Exchange purposes, in the hope that foreign publishers
are doing the same.
However, on account of urgent demands for the Journal in the last three years, we have had to part with some of
those copies which we had laid aside.
In order to replenish our stock, we would be grateful to our members who could supply us with the following
numbers:
1941— JANUARY, MARCH, MAY, JULY, AUGUST
1942— JANUARY, APRIL, MAY, AUGUST
1943— JANUARY
Parcels should be addressed to The Librarian, The Engineering Institute of Canada, 2050 Mansfield Street, Montreal,
and may be sent collect.
328
May, 1943 THE ENGINEERING JOURNAL
Industrial News
DRYCOLENE PRODUCERS
Bulletin CGEA-3525, 2 pages, Canadian
General Electric Company, Ltd., Toronto,
Ont. Claimed to be ideal for scale-free
hardening, bright-annealing, electric-furnace
brazing and sintering, "Drycolene" is a
special gas produced from coke-oven or
natural gas and charcoal, for heat treating
steel without surface changes such as decar-
burization, carbonization and oxidation.
Method of preparation, chemical analysis and
operation are given in the bulletin along with
a flow diagram.
DISSOLVED OXYGEN TEST KIT
Worthington Pump & Machinery Corp.,
Harrison, N.J., have just issued Bulletin
W-219-B-28, describing a portable test kit for
the accurate determination, by the Winkler
method, of the dissolved oxygen content of
deaerated boiler feedwater. Known as the
"Worthington Type 01 Dissolved Oxygen
Test Kit," it provides all of the essential
chemicals and apparatus for testing cooled
samples of feedwater. Included in the same
bulletin is a description of the "Worthington
Counter Current Sample Cooler," together
with diagrams of sample cooler and method of
using same.
STEP AND NIGHT LIGHTS
A leaflet being distributed by Commercial
Reflector & Mfg. Company, Los Angeles,
Calif., describes "The Commercialite Step
Lite," a small, flush mounting unit, which is
designed for the supplementary lighting of
stairways, landings, corridors, passageways,
elevator entrances and other uses. The "Nite-
Lite" is a light adapted to hospital needs.
Louvres allow the correct amount of light for
convenience of nurse or attendant.
RECENT APPOINTMENT
Mr. Arthur Hodgkinson was recently elected
Comptroller and Treasurer of Canadian Car
& Foundry Company, Ltd., succeeding the
late Mr. P. C. McLachlan.
Mr. Hodgkinson brings to his new appoint-
ment a lifetime's experience in the accounting
field. Born in London, England, he joined the
Institute of Chartered Accounts of England
and Wales as an Associate in 1908 and was
elected a Fellow in 1916. He came to Canada
in 1926, joining Price, Waterhouse & Com-
pany, and in 1939 going to the Canadian Car
& Foundry Company.
Industrial development — new produces — changes
in personnel — special events — trade literature
Mr. Arthur Hodgkinson
THE ENGINEERING JOURNAL May, 1943
Mr. James I. Simpson
PRESIDENT, RUBBER ASSOCIATION
Mr. James I. Simpson, President and
General Manager of Dunlop Tire & Rubber
Goods Company, Ltd., was recently elected
President of the Rubber Association, com-
prising the various rubber companies of
Canada, all of which are devoting their major
efforts to war production. Mr. Simpson is also
chairman of the Rubber Advisory Committee
to the Rubber Controller.
NEW WAR FILM
Canadian General Electric Company, Ltd.,
has produced a fast-moving war film, "Power
To Win," which not only shows C.G.E.
workers at their jobs but, through the medium
of dramatic news-reel shots, shows the equip-
ment they are making actually in action on
the fighting fronts. Shot in the company's
plants, the film pays tribute to hundreds of
C.G.E. men and women. It shows them mak-
ing guns and aircraft instruments. It shows
them producing marine engines and search-
lights, components for tanks and ships.
Furthermore, much of the Company's war
output has no direct fighting application.
Generators, transformers, motors, etc., are
not obviously weapons of war. By demon-
strating how this industrial equipment de-
velops electric power, distributes it to the
other war plants and applies it wherever arms
are made, the film reveals the importance of
such equipment in the vital behind-the-front
battle of "production for production."
Arrangements are being completed for the
entire personnel of the Company to see the
film. Prints are being provided for all offices
and plants of the Company. These prints are
available for use by all interested firms and
organizations.
As far as possible general distribution will
be sought for the picture. The film is excep-
tionally well produced, and every care has
been taken to minimize direct reference to the
Company in the film, in order to make it
acceptable by the general run of exhibitors.
LEATHER BELTING & ACCESSORIES
The Canadian Belting Manufacturers Ltd.,
Montreal, Que., have for distribution a 4-page
folder featuring "Veelos V-Belt," quickly
adjustable to any length without the necessity
of tearing down machinery or disassembling
bearings and shafting. The folder also lists
flat and round leather belting, endless and
solid woven belts, together with lacing acces-
sories.
TEXTILE ROLL COVERINGS
A 16-page booklet recently issued by Arm-
strong Cork & Insulation Company, Ltd.,
Montreal, Que., contains a discussion of
"Which Covering ? — Cork vs Leather vs
Synthetic," and also illustrates and describes
the "Armstrong" line of cork cots, Accotex
cots, Accotex aprons, and roll shop equipment.
A chart showing where to use "Armstrong"
roll coverings is included.
AUTOMATIC VOLTAGE REGULATORS
A 32-page bulletin prepared by Ferranti
Electric Ltd., Mount Dennis, Ont., which is
profusely illustrated with photographs, charts
and diagrams, provides the answers to many
problems connected with voltage regulation.
Articles include one on "Good Voltage is a
War-Time Necessity" and how "This Re-
gulator Paid for Itself in One Year in In-
creased Revenue."
GUIDE TO DECORATION
Gypsum, Lime & Alabastine Canada, Ltd.,
Toronto, Ont., have prepared a 70-page
booklet, pocketsize, as a guide to anyone
interested in the subject of decoration. The
booklet provides useful information to both
professional and amateur painters. It covers
the subject in general and the company's pro-
ducts in particular. Describing each of the
latter separately, it then deals with contrast
and harmony in colours and colour schemes
and a wide variety of special jobs. Some
twenty-two pages of standard stencil designs
are included, and the text is reproduced in
French.
INSPECTION BY OPTICAL
PROJECTION
"Beyond a Shadow of a Doubt" is the title
of a booklet, Form No. 431-3M, issued by
Jones & Lamson Machine Company, Spring-
field, Vt. This booklet is intended primarily to
present the advantages and possibilities of
inspection and measurement by optical pro-
jection to those who are not very familiar
with this subject.
APPOINTED SALES MANAGER
Mr. Larry E. Fagan has been appointed
General Sales Manager of Chatham Malleable
& Steel Products Limited. Mr. Fagan has had
wide experience in sales organization and
industrial marketing, particularly in the heat-
ing and plumbing fields.
Mr. Larry E. Fagan
329
INDUSTRIAL NEWS
(Continued)
ALTERNATING CURRENT AND
VOLTAGE RELAYS
Bulletin No. A, 1, 1943, 12 pages, loose-leaf,
issued by Cansfield Electrical Works Ltd.,
Toronto, is a series of data sheets describing
the Company's line of alternating current and
voltage relays. Photographs, dimension tables,
diagrams, and descriptions, cover excess cur-
rent relays and over-voltage and under-
voltage relays.
INDUSTRIAL ENGINES
Chrysler Corporation of Canada Limited,
Windsor, Ont., have published an 8-page
booklet featuring the production of industrial
engines by Chrysler and their adaptability to
almost any power application. Illustrations of
a number of applications, specifications and
charts of net horsepower and torque are
shown.
STOCK CHAIN DRIVES
Catalogue No. 116/33, 64 pages, by Renold-
Coventry Limited, Montreal, Que., gives
drives for the transmission of power up to
100 h.p. The catalogue is entitled "Renold
Stock Chain Drives" and contains a selection
chart and provides dimensional drawings,
specifications, and other data under five
headings; roller chain drives; plate wheel
adaptor drives; plate wheel friction adaptor
drives; chaincases; and standard key ways.
COURSE IN BOILER FEEDWATER
TREATMENT
E. F. Drew & Company, Inc., manufac-
turers of industrial chemicals, represented in
Canada by Canadian Colloids Ltd., has been
assisting the U. S. Maritime Service in train-
ing civilians for merchant marine positions by
donating time, services and equipment for an
intensive five-week course in boiler feedwater
treatment.
The course, presented at the U. S. Maritime
Service Training Station at Sheepshead Bay,
Brooklyn, N.Y., and supervised by Lieutenant
Commander J. D. Kelly, U.S.M.S., and
Lieutenant F. .J. Brady of the Engine Train-
ing Division, was designed to furnish mer-
chant marine instructors with full data
regarding the treatment of boiler water on
Liberty ships. This course was part of the
continued training programme for these in-
structors.
Lectures, blackboard demonstrations and
actual tests were featured in this course which
included the following important aspects of
boiler water treatment; sampling, testing,
interpretation of analysis, application of
treatment, and visual control of water con-
ditioning.
STEP-VOLTAGE REGULATORS
Bulletin No. 500, by Ferranti Electric Ltd.,
Toronto, Ont., contains thirty-two illustra-
tions and circuit drawings and reviews the
operation of the control circuit, the trans-
former assembly, the switching arrangement
and the driving mechanism of "Ferranti"
step-voltage regulators, transformers and
switchgears. Instructions are also given on
how to install a "Ferranti" regulator or
remove it from service.
CATALYST RECOVERY
"Catalyst Recovery" is the title of a book-
let prepared by Precipitation Company of
Canada Ltd., Montreal, Que., which is avail-
able to engineers, executives and technical
men interested in catalytic refining processes.
Based on research and development work in
the field of fluid catalyst refining processes,
the booklet discusses the important phases of
catalyst recovery, the types of equipment best
suited to each phase and their methods of
operation.
NEW DIRECTORS, DOMINION
RUBBER
Five new directors were elected to the
Board of the Dominion Rubber Company,
Ltd., it was announced in Montreal by Paul
('. Jones, president, at the company's annual
meeting. The new directors are G. W.
Charles, vice-president, C. C. Thackray, vice-
president, M. O. Simpson, treasurer, all of
Montreal; A. W. Hopton, vice-president,
Kitchener, Ont., and H. S. Marlor, vice-
president, United States Rubber Company,
New York. Directors re-elected are Norman
J. Dawes, W. S. Rugh, Col. A. A. Magee, W .
A. Eden, vice-chairman of the Board, and
Paul C. Jones, all of Montreal; F. B. Davis,
chairman, H. E. Humphreys, jr., Herbert E.
Smith, T. J. Needham and Elmer Roberts,
all of New York.
It was also announced by Mr. Jones that
the company had received a contract from the
Department of Munitions and Supply to
operate a small arms ammunition plant. The
new project, to be known as Dominion Rub-
ber Munitions Ltd., will be located in eastern
Canada, and go into production shortly. The
plant will operate under the auspices of
Brigadier D. E. Dewar, director-general
arsenals and small arms ammunition of the
Department of Munitions and Supply, and
when ready, will be completely equipped to
manufacture cases and bullets, load and test
the ammunition, and will employ approxi-
mately one thousand men and women. A. G.
McKinnon, formerly of one of Dominion
Rubber affiliated companies, has been ap-
pointed general manager.
DIAMOND ASSOCIATES
On the evening of April 27th at the Mount
Royal Hotel, Montreal, the Jenkins Diamond
Associates held their annual dinner.
Three more employees of Jenkins Bros.
Limited, having completed twenty-five years
continuous service, were welcomed into the
ranks of the Veterans Association. This brings
the membership up to thirty, and the fact
that next year nine more Jenkins employees
will be eligible for membership is eloquent
testimony of the long service record and
satisfactory relations existing between em-
ployees and management.
The three new Diamond Associates are
Joseph Blotnick, Zenophile Lapierre and
Samuel F. Read. Each was initiated and pre-
sented with a sterling silver tray and a gold,
diamond-studded lapel pin, following a short
congratulatory address by Mr. Farnham
Yardley, President of the company.
The following were elected as officers of the
Jenkins Diamond Associates: Farnham
Yardley, Honorary President; H. H. Gee,
President; Wm. G. Burgess, Vice-President;
George L. Worden, Secretary; H. E. Francis,
Master of Ceremonies.
CARE AND USE OF TOOLS
James T. Donnolly Company, Ltd., Toron-
to, Ont., have prepared a poster on the "how"
of making tools last longer. Suitable for tack-
ing on bulletin boards, walls of tool cribs or
other convenient locations, this poster is
completely devoted to furnishing mechanics
with useful tips on the care of drills, reamers,
carbide cutting tools, taps, cutters, tool bits,
chisels and punches, etc.
DATA FOR ELECTRICAL MEN
A 12-page bulletin by Canadian General
Electric Company, Ltd., Toronto, Ont., pre-
sents a wide variety of useful information
including such data as decimal equivalents,
metric conversion tables, specific gravity and
physical properties of metals, coefficients of
friction, tables of measurement and multiples,
equivalent values of electrical, mechanical and
heat units, wire and cable data, synchronous
speeds possible at various frequencies, fusing
currents of commercial fuse wire, motor wiring,
etc.
CIRCUIT BREAKERS
Swiss Electric Company of Canada, Ltd.,
Montreal, Que., have prepared a preprint of
an article by Armin K. Leuthold, m.a.i.e.e.
The principles of design and operation of two
high-voltage air-blast circuit breakers rated
150 kv. and 220 kv., installed in Canadian
power-distribution plants are explained and
their construction is described and supple-
mented by a discussion of performance tests
and oscillograms.
Mr. G. W. Charles
Mr. C. C. Thackrav
330
Mr. A. W. Hopton Mr. M. O. Simpson
May, 1943 THE ENGINEERING JOURNAL
THE TEST OF TIME
Vitrified Clay Pipe welcomes the ordinary tests demanded of sewer
pipe materials, such as acids, ground water alkalis, gases, crushing,
flow, capacity, scour, etc. All these tests Vitrified Clay Pipe meets
with flying colors.
The ultimate test, however, is the test of time and in this regard
Vitrified Clay Pipe stands alone. Vitrified Clay Pipe has been made
in Canada for 82 years. But 80 or 800 years is all the same to this
everlasting material. Its unseen efficiency carries on generation
after generation.
If you would build for permanence, without regard to the
corroding effects of time, specify Vitrified Clay Pipe, permanent
as the Pyramids.
Buy Victory Bonds and War Savings Certificates Regularly
Associated Sot Publicity Purposes
NATIONAL SEWER PIPE CO. LTD.
320 Boy Street TORONTO
CLAYBURN COMPANY LTD.
ICOUVER BRITISH COLUMBIA
STANDARD CLAY PRODUCTS LTD.
ST JOHNS, QUE NEW GLASGOW. N S
ALBERTA CLAY PRODUCTS CO. LTD
g&Mg&ffff <£© 5B5S3
a
THE ENGINEERING JOURNAL June, 1943
WHY M ON EL HERE ?
To A PT BOAT ON patrol, comes the command for full
speed. With a roar, this fastest of all fighting craft
lifts its bow . . . swerves in a sharp curve . . . pounds
through the waves.
Whip and vibration, inevitable when the full power of
marine engines battle heavy seas, call for drive shafts
that can take it. That is why Monel is chosen for
shafts, for rudder parts and for underwater fastenings.
Monel is the time-proven "sea-goin' " metal that resists
salt water corrosion and withstands heavy stresses.
Such marine applications are but a few of the countless
ways in which this hard, tough, rustless metal, Monel,
is helping to win the war.
In the present national emergency Monel can be supplied
only in accordance with government allocations.
MONEL "K" MONEL "S" MONEL
"R" MONEL "KR" MONEL
NICKEL "Z" NICKEL INCONEL
THE INTERNATIONAL NICKEL COMPANY OF CANADA, LIMITED
25 KING STREET WEST, TORONTO
June, 1943 THE ENGINEERING JOURNAL
HOW YOUR WATER WORKS CAN HELP FIGHT THE WAR
36
PUMPAGE
POWER
COAL
TRANSPORTATION
CHLORINE
fléaux»^ WATER WASTE
The danger of water shortage in and
around war-working communities is a real
one. Water MUST be conserved — allo-
cated, if necessary. Like rubber and
aluminum, WATER may be considered as
one of the basic resources essential to war
work. Conservation of water everywhere
means resultant savings in fuel, chemicals
and labor, all of which can be diverted to
the one essential job of today — FIGHTING
THIS WAR. Your Water Works can con-
serve water, and stop water waste, by a
Meter Testing and Repair Program. Others
have done it, and achieved striking results.
If you want help, 'phone your nearest
Trident Water Meter representative,
irrespective of the make of meters
you use. No obligation will be created.
Let us help you stop water waste —
conserve water. We've all got to PULL
TOGETHER to FIGHT THE WAR
through to victory!
NEPTUNE METERS LIMITED
Head Office and Factory: LONG BRANCH
MONTREAL
L L. Roquet
Also Factory at 34S Sorauren Avenue, TORONTO
WINNIPEG VANCOUVER
Walsh & Charles Ltd. Gordon & Belyea Ltd.
SAINT JOHN, N.B.
G. S. Dearborn
A Wd&i Mei&i ^ediinxj, and Reflate PnxHf/uxAn null
Put your Water Works into "active service"
THE ENGINEERING JOURNAL June, 1943
uinm TO strrt
// SOfllErHfOG ?
Use Cutler- Hammer Controls
No motor control problem is too tough for Canadian
Cutler-Hammer to handle. When you want to start
something, or stop something, that is motor
driven, remember that the ideal motor control . . .
whether manual, automatic or combined manual and
automatic ... is MADE IN CANADA by Canadian Cutler-
Hammer Limited. A few representative starters are
illustrated here. Widely experienced Canadian
Cutler-Hammer engineers have solved many control
problems for others. They will gladly examine your
special needs and advise without obligation.
MANUFACTURED
Bulletin No. 9586
Across-the-line
magnetic starter
Bulletin No. 9115
Across-the-line
manual starter
Bulletin No. 9101
Across-the-line
manual starter for
fractional horse-
power motors
O'STRIBUTEp By
June, 1943 THE ENGINEERING JOURNAL
R MOTORS
SPEED REDUCING
AND INCREASING UNITS
GEARFLEX COUPLINGS
CONE WORM GEAR UNITS
ii /MIDI
AN T I F Ri C
BEARING
GEARS
lining up continuous-footh-herringbone gear
and pinion for use in 4,000 H.P. Dominion Speed
Reducing Gear Unit, for steel mill service.
Approximate weight of gear blank 36,300 lbs.
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//
'Air Raid
Protection
inside a
Diesel Engine
The crankcase of a modern
Diesel engine is a " torture
chamber" for lubricating oils.
As the oil escapes from the ends
of the bearings, it is whipped
into a fine mist by the racing
crankshaft and rods. In this
finely divided form, the oil is
attacked from all sides by bot air.
The constant churning and pres-
ence of impurities accelerate the
tendency for oil to oxidize and
form deposits.
To resist this terrific punishment, oil
must have the greatest possible
stability. It must be made from care-
fully selected crudes; refined with
the greatest skill. Gargoyle D.T.E. Oils
i-to-5 are designed for maximum pro-
tection and stability in large and
intermediate Diesels. Delvac "500
Series" Oils are specially made for
small, high-speed engines.
77 years' experience
There's no time for avoidable hold-
ups, no room for guess-work in
war-busy Canadian industry today. To
eliminate potential trouble, represent-
atives of Gargoyle Lubricants will
prescribe the "correct" lubrication
for every machine — for any type of
industrial operation.
Sold throughout Canada and Newfoundland by
IMPERIAL OIL LIMITED
, Lubricants
.
SERVICE
MADE BY THE MAKERS OF MOBILOIL... THE WORLD'S QUALITY MOTOR OIL
June, 1943 THE ENGINEERING JOURNAL
###
0-B HARDWARE IS TODAYS BEST BUY!
MONG other advantages of O-B
hardware today, is the fact that
it is made of malleable iron; least
critical of the ferrous metals... And
layer that adheres permanently. (5) A
product that has not been skimped,
changed, or substituted as a result of
war necessity... O-B malleable iron
when you get O-B hardware, what are
you buying? (1) A product whose
shape is produced by casting, which
imposes little or no limitations on
hardware is the same today as in
years past. No unsound expedients
or alterations have been necessary.
Also just the same is its excellent
basic design as a result of fabrication
problems. (2) A metal that is con-
spicuous for its ability to withstand
twisting, shocks, and deformation
without failure. (3) Designs that pos-
sess high strength without undesir-
able bulk or weight. (4) A metal that
is unique in its resistance to corro-
sion damage, as the first exposure
produces an indestructable iron-oxide
performance that has given it first
preference among hundreds of criti-
cal hardware users... To be sure of
getting hardware, and also sure of
what you are getting, specify O-B.
>/%&UL
Colony, jûmiï&tf
NIAGARA FALLS, ONTARIO
KEEP BUYING WAR BONDS
THE ENGINEERING JOURNAL June, 1943
S"
^
/^^M^with DODGE PULLEYS
The illustrations shown
here are from photographs
taken in one of our plants
where skilled workman-
ship and modern equip-
ment are employed to
serve a wide variety of
Canadian industries. Here,
too, the reputation for de-
pendability established by
Dodge many years ago is
zealously guarded.
FOR many years, the name Dodge has been
closely identified with the design and
manufacture of various types of transmission
equipment. Particularly is this true of pulleys
— in connection with which, Dodge has
achieved a reputation from coast to coast for
its high standard of workmanship and absolute
dependability. No matter what type you are
interested in, it will pay you to consult Dodge.
Top left: Welding a con-
veyor head pulley for extra
heavy proportions.
Top right: Welding a slat-
ted steel conveyor pulley.
Bottom: Specially de-
signed pulley, 60" diameter
x 45" face, with cast steel
arms and hubs. Rim is of
welded steel construction
with rubber covering.
Designers and Manufacturers:
CONVEYING AND ELEVATING EQUIPMENT
MODERN POWER
TRANSMISSION EQUIPMENT
COAL AND ORE HANDLING BRIDGES
WELDED PROCESSING EQUIPMENT
STEAM GENERATING EQUIPMENT
BALDWIN-SOUTHWARK HYDRAULIC PRESSES
unto
10
June, 1943 THE ENGINEERING JOURNAL
SAYS
"Control Problems
Are My Dish"
Bui 8700— Type FA en-
closed 8 -circuit Pull
Automatic Battery
Charging Controller
complete with meters
and watthour meter,
Battery Regulator, and
reduced voltage start-
ing equipment for
Motor Generator set
for automatically con-
trolled modified con-
stant potential charg-
ing of batteries.
Bui 8700— Type WA
enclosed 2-circuit
Full Automatic Bat-
tery Charging Con-
troller complete with
meters and Exide
M.P. Control Units
for automatically
controlled modified
constant potential
charging of batteries.
HAS THE ANSWER
• No matter how difficult or com-
plicated your control requirements
may be, CCL engineers will design
and build control equipment to
meet your specific needs. This is
equally true whether your require-
ments apply to steel mill production,
crane service, elevator duty, heat-
treating furnaces, mine hoists, high
tension equipment, or full auto-
matic Battery Charging Controllers
such as those illustrated above.
RAILWAY AND FOWER
Manufactured and Sold by
ENGINEERING CORPORATION LIMITED
MONTREAL
HAMILTON
TORONTO
NORTH BAY
WINNIPEG
VANCOUVER
(v) Canadian Controllers Limited
TORONTO, CANADA
THE ENGINEERING JOURNAL June, 1943
11
JOHN INGLIS CO
LIMITED
TORONTO
12
June, 1943 THE ENGINEERING JOURNAL
m*
s No Priority On
7
tbr°URhth» e^air* and r , ecrea*ed
Fro-»«aciufl "MKd *>«• C T C°°-
C^»->«/ ""' °f *» 4aclP 0<,UC'n*
1
HELP THE WAR EFFORT BY RETURNING METAL CONTAINERS PROMPTLY
McCOLL-FRONTENAC LUBRICANTS
FOR ALL INDUSTRIES
THE ENGINEERING JOURNAL June, 1943
13
•••«SB».'
&EVENTY-SIX years ago the Fathers of Confederation celebrated the
triumph of country over province . . . ahead, they envisioned a still greater
Dominion of Canada, stretching from sea to sea ... a vast and bountiful
land sheltering a proud and worthy people.
Seventy-six years later, our Dominion does stretch from sea to sea —
is vast and bountiful. But we? Proud, yes — but worthy? Amid total war, in
which we must conquer all together or perish utterly, still we grope for
greater unity . . . plead for it . . . long for it.
Everyday, we boast of Canada, the Nation. One day each year suffices
for us to glorify Canada, the Confederation. And day by day we deplore
outcroppings of narrow thinking which sets province ahead of country.
For generations we have deplored. Meanwhile, we prate eternally of a united
Canada. But we act as though posterity alone can achieve that.
This very day — we must do more than prate and pledge . . . we must
think, act, be Canadian. For just ahead lies the supreme test of our stature.
In the finer world we are winning, we shall be more than citizens of the
Commonwealth of British Nations . . . we must take our privileged places
as members of the World Family of Nations. In the task of moulding peace,
security and true civilization, there will be no room for intolerance. For
Canada, then, and for civilization we must be worthy . . . measure our lives
by something greater than "my province". . . remember
in 1943, it's OUR CANADA!
STEEL
FOUNDRIES LIMITED
14
June, 1943 THE ENGINEERING JOURNAL
TINE FACTOR
Save more than 80^ of
the time needed for paint
baking and drying — with
G-E Infra Red Ovens
Shortages of military supplies can
still upset invasion timetables.
That's why every moment saved in
the production of war equipment is
so vitally important. That's why
G-E Infra Red Ovens — for high
speed drying — are essential equip-
ment today. They cut down paint
drying from l/10th to l/5th of the
normal time. They speed output,
eliminate costly delays, lower pro-
duction costs. Canadian General
Electric manufactures a full line of
complete Infra Red Process dry-
ing units. In addition to specializing
in the designing, building and
erection of entire installations,
C.G.E. produces the actual Infra
Red lamps needed. For expert advice
on all drying problems, contact your
nearest C.G.E. office.
GENERAL ELECTRIC
INFRA-RED OVENS
43-GA-3
CANADIAN GENERAL ELECTRIC CO.
LIMITED
Sydney • Halifax • St. John • Quebec • Sherbrooke ■ Montreal • Ottawa • Toronto • New Liskeard • Hamilton • Sudbury • Londor
Windsor • Fort William • Winnipeg • Regina • Saskatoon • Lethbridge . Edmonton . Calgary • Trail * Kelowna • Vancouver . Victoric
THE ENGINEERING JOURNAL June, 1943
15
//
' BEPCO efufunent' ♦ •
THE SEA LANES of two oceans bordering our continent —
in raging storm, in the heat of action with the enemy . . . aboard
a Canadian Corvette — this is the "proving ground" for Bepco
equipment.
On this "proving ground" are switchboards, the "nerve
centres" or distributing points for the power to turn the steel
turrets towards the target. Power to make easy the job of steering
the ship ... to hoist or lower the lifeboats. Power for the pumps
and power to flood the night sky with far-ranging beams of light
against enemy raiders.
The electrical equipment — the switchboards, instruments,
deck tubes, bulkhead glands — these must stand the gruelling
grind without fail at all times. Shock from gunfire or from the
pounding of heavy seas must not interrupt the vital flow of electric
current.
On this "proving ground" — BEPCO electrical equipment
is serving faithfully !
BEPCO CANADA LIMITED
MONTREAL
TORONTO
.l\^^^^^^^t*~
33fc*
, . >&&**
' •TnniiiiK], - ****
•■***& ;...-^r^
■mm
-■.-•- "•• >SL.
16
June, 1943 THE ENGINEERING JOURNAL
A MONUMENT 1500 Miles tongi
• The Alcan Highway is a monument to the
ability of American and Canadian engineers who
built this vital military highway.
The Alcan Highway was hacked and blasted
out of a wilderness. It stretches 1500 miles from
Dawson Creek to Fairbanks, through valleys
and over mountains, across rivers and lakes,
through muskeg and forest.
Built in nine months, the Alcan Highway links
important air bases all along its route. Because
of it, men and supplies from the United States are
only 60 hours away from Alaska. It is a barrier
against invasion. It is a springboard for possible
counter-attack when the day of reckoning comes.
The Alcan Highway further highlights the
magnificent war job that is being done by the
construction industry. Helping the Canadian con-
struction industry to keep pace with the expanding
war effort, the Explosives
Division of C-I-L assures
an uninterrupted flow of <
reliable explosives.
CANADIAN INDUSTRIES LIMITED
EXPLOSIVES DIVISION
HEAD OFFICE . MONTREAL
Branches and Sales Offices fhroughout Canada
THE ENGINEERING JOURNAL June, 1943
17
A IL IL
TURBIN
W. H. ALLEN. SONS & CO., LTD., BEDFORD, ENGLAND
CANADIAN AGENTS
BABCOCK-WILCOX & GOLDIE-McCULLOCH
GALT limited CANADA
18
June, 1943 THE ENGINEERING JOURNAL
W J':
; ■
I
■bAHm
aAv- A&ive
Royal Canadian Air Force
(Women's Division)
THEY SERVE THAT MEN MAY FLY
THE Canadian Women's Auxiliary Air Force was authorized by Order in
Council July 2, 1941, and on January 2, 1942, became officially known
as the Royal Canadian Air Force Women's Division. Her Royal Highness,
Princess Alice, Countess of Athlone, is the Honorary Commandant. Head-
quartets are in Ottawa.
The R.C.A.F. Women's Division was founded to release physically fit
men for Air Crew duties. The service now undertakes 43 occupations pre-
viously performed by men. Besides Administrative Offices, duties of members
range from Bandswomen and Clerks to Pharmacists, Photographers and Wire-
less Operators (Ground).
Upon enlistment the women take the same oath as the men of the
R.C.A.F. and agree to serve for the duration of the war, and as long as their
services may be required thereafter. They may volunteer for service abroad,
and many women have already gone overseas. Duty outside of Canada entitles
the Airwoman to put "Canada" on the shoulders of her tunic.
The Royal Canadian Air Force Women's Division is one of the most
popular branches of the Women's Services. The R.C.A.F. Women's Division
is proud to share the motto of the Royal Air Force and Royal Canadian Air
Force "Per Ardua ad Astra" — Through Strife to the Stars.
Published as a Tribute to the
Royal Canadian Air Force (Women's Division) b\
CANADIAN SKF COMPANY LIMITED
The Engineering Journal
The Battle of the Atlantic MUST be won!
That means ships . . . Cargo ships . . . Fighting ships and
the engines to power them.
And so, in the vast yards of Canadian Vickers, thou-
sands of loyal men and women sweat day and night
producing the ships to "Bridge the Atlantic." Ships to
carry Canadian food and Canadian munitions to the
fighting fronts throughout the world; fighting Corvettes
for the Canadian and United States Navies to protect
shipping ... to hunt and destroy our enemies.
Engines too . . . powerful engines for these ships as well
as other types supplying the power to Canadian
industries engaged in forging the sinews of war.
Thus do the great resources of Canadian Vickers help
defend our civilixation . . . our soldiers . . . our homes.
IF IT
FLOATS
O R
FLIES
VICKERS
CAN
BUILD
I T
THE ENGINEERING JOURNAL June, 1943
21
THIS IS NO TIME TO WASTE POWER
. . . NO TIME FOR PLANT SHUTDOWNS
BULBOUS VANE END SHAPE
. . . POMONA'S New Potent
Turbulence, Eddy Flow Eliminated
The ability of the bulb vane to produce such phen-
omenal operating efficiencies is through its unique
property of smoothing out the fluid flow, elimina-
ting turbulence and eddy currents as the fluid flows
along the vanes. Thus, maximum pumping efficiency
is concentrated on lifting the fluid — practically
none is wasted on overcoming internal "flow
friction."
STATION PUMPING: Illustrated above is a typical Pomona station
pump installation. Used as booster pumps. Pomonas provide impor-
tant advantages recognized by engineers in all types of industry. They
are always primed . . . and, because they are free from suction or air
locking troubles, small amounts of air in the liquid being pumped will
not interrupt operation. They can be constructed to handle any liquid
ordinarily handled by other service pumps and for such "problem jobs"
as pumping continuously against high heads — or pumping liquids con-
taining abrasive materials, metal particles, etc. — Pomonas are the most
economical and efficient solution.
Regardless of the type or charac-
ter of your pump equipment needs,
find out now what this great
Pomona development — bulbous
vane pumps — can mean toward the
efficient solution of your fluid
handling problems. Write our
nearest office asking for complete
engineering details.
CANADIAN DISTRIBUTORS
POMONA
PUMPS
RAILWAY & POWER ENGINEERING
CORPORATION LIMITED
MONTREAL HAMILTON NORTH BAY TORONTO WINNIPEG VANCOUVER
22
June, 1943 THE ENGINEERING JOURNAL
passes film
»'.«.« .
fi \U
HERE IS POWER. Power that thunders down
in ten-ton wallops to shape the tools of war. In the
place of hundreds of men laboriously hammering
for days on end . . . this giant strikes a few times
and the job is done.
Yet the power of this huge forging hammer — and
of all the complex machines on Canada's
industrial front — must be guarded by a
thin sheath of oil, a sturdy film of lubricating
oil. Without this protective film, the giant
would lie idle and helpless ... its mighty mechan-
ical muscles burned or eaten away by friction.
Whether your particular war job calls for the
smashing power of giant hammers or the deft
touch of delicate machinery, you have an ever-
changing lubrication problem — and our specialists
can help you keep on top of it. In Canada's
greatest refineries and test laboratories,
we are solving wartime lubrication prob-
lems by the thousand. Can we help you ?
IMPERIAL OIL LIMITED
The right oil or grease for every mechanical operation
answer to every lubrication problem.
the scientific
tch Marine Boilers for cargo vessels under construction
in a Dominion Bridge Company Limited plant.
i-aircraft Guns produced by one of the ordnance
its of Dominion Bridge Company Limited.
E ACE... AND
and Peace again \
IN past days of peace, Dominion Bridge threw its energies
and resources into building Canada by designing and
constructing bridges and other heavy steel equipment for
industry and transportation . . .
When war came, this Company redoubled its energies and
greatly enlarged its productive capacity to build victory for
Canada and the United Nations. Our plants are now contri-
buting to Canada's war on land, sea, in the air and behind
the lines . . .
When peace comes again, Dominion Bridge will be prepared
with added zeal, fresh skill and multiplied resources to assist
the people of this Dominion to master the problems of re-
construction.
OMINION BRIDGE LOMPANY
CALGARY VANCOUVER
Head Office: LACHINE (MONTREAL) QUEBEC
Branch Offices and Works: AMHERST MONTREAL OTTAWA TORONTO WINNIPEG
Agencies: EDMONTON REGINA
Associate Companies:
DOMINION ENGINEERING CO., LTD., MONTREAL, QUE. DOMINION HOIST & SHOVEL CO. LTD., MONTREAL, QUE.
ROBB ENGINEERING WORKS LTD., AMHERST, N.S. EASTERN CANADA STEEL & IRON WORKS LTD., QUEBEC, QUE.
McGREGOR-McINTYRE IRON WORKS LTD., TORONTO, ONT. SAULT STRUCTURAL STEEL CO. LTD., SAULT STE. MARIE, ONT.
MANITOBA BRIDGE & IRON WORKS LTD., WINNIPEG, MAN. MANITOBA ROLLING MILL CO. LTD., WINNIPEG, MAN.
RIVERSIDE IRON WORKS LTD., CALGARY, ALTA. STANDARD IRON WORKS LTD., EDMONTON, ALTA.
Gear Drive Units of Every Type
This is a double -drive worm unit
used on a strip mill winder. It
looks very "special" but really is
not, being made mostly of stand-
ard speed reducer parts. Consult
our engineering department about
special gear drives. We can save
you money and ensure reliability.
bLd^.HvnJfai
h
President.
Industrial Gears
Made in Canada
for 31 years
Hamilton Gear & Machine Co.
The Industrial Cut Gear Specialists
62-100 Van Home Street, TORONTO 4
Montreal Branch Office
1120 Castle Building,
Cor. St. Catherine and Stanley,
Montreal, P.Q.
Manitoba
T. S. Taylor Machinery Co.
300 Princess St., Winnipeg.
Alberta
Waterous Ltd.
Edmonton, Alta.
British Columbia
B.C. Conveying Machinery Co.
Geo. B. Simpson, Manager
422 Shelley Bldg., Vancouver, B.C.
THE ENGINEERING JOURNAL June, 1943
25
industries
ignitron
power conversion
proved
in war industry
Early in the peaceful 1930's
Westinghouse introduced the
Ignitron Rectifier — the new power
conversion unit with no moving
parts. Today, more than 1 ,000,000 kw
installed in Canada's war industries
is serving to speed production. No
other method of power conversion
has ever enjoyed an expansion as
rapid as this electronic equipment.
And there are good reasons why.
The Ignitron delivers high
efficiency over the entire load range
-high short-time overloads, constant
24-hour loads, or light loads.
Its operating costs are low.
Operation is simple and automatic.
There's no high starting demand.
Maintenance, too, isat a minimum.
There are no major moving parts
that require periodic replacement.
Costs are further reduced through
ease of installation. No special
foundations are required. Light-
weight construction and vibration-
less operation permit installation on
any concrete floor of reasonable
strength.
If you need d-c power conversion,
investigate these and other advan-
tages of the Ignitron Rectifier.
Address your enquiry to the nearest
district office.
CANADIAN WESTINGHOUSE COMPANY LIMITED
Head Office • HAMILTON, ONTARIO
Westinghouse
Salua Enaùusrisn QflÏMil ^^^^^^ Sfrvice and RfDOir ShoDI]
Sales Engineering Offices 3
VANCOUVER, TRAIL, CALGARY, EDMONTON, REGINA, SASKATOON
WINNIPEG, FORT WILLIAM, TORONTO, SWASTIKA (Northern Ontario)
LONDON, MONTREAL, OTTAWA, QUEBEC, HALIFAX
Service and Repair Shops]
VANCOUVER, CALGARY, REGINA, WINNIPEG
TORONTO, SWASTIKA (Northern Ontario)
MONTREAL
714
26
June, 1913 THE ENGINEERING JOURNAL
Phillips electrical conduc-
tors carry power to indus-
try. Phillips communication
equipment speeds vital
war^messages on
home and fighting fronts.
BLt UEEU
rnillips
Electrical Conductors • Communication Equipment
General Distributors:
ANADIAN TELEPHONES & SUPPLIES LIMITED
284 KING ST. WEST, TORONTO
MONTREAL OTTAWA BROCKVILLE HAMILTON WINNIPEG REGINA EDMONTON VANCOUVER
Export Distributors: AUTOMATIC ELECTRIC SALES COMPANY LIMITED, CHICAGO
WITH FAITH IN THE FUTURE
INEVITABLY THE WAR WILL END. Man will rise again from the ashes of his destruction
and rebuild ... In that day, the technical progress that Gutta Percha is making under
the stern necessity of war, will be focussed on the tremendous task of reconstruction . . . Every
Division of the Gutta Percha organization . . . Industrial . . . Footwear . . . Tire . . . Export
... in all their activities, will be better served in peacetime by our Technical, Development
and Engineering Departments because of the experience gained under the intensity of war effort.
J3SJ W lament/ fadtXee JMJ
GUTTA PERCHA & RUBBER, LIMITED
RUBBER PRODUCTS FOR WAR AND AUTHORIZED CIVILIAN NEEDS
28
June, 1943 THE ENGINEERING JOURNAL
"ENGLISH ELECTRIC" Synchronous
Condenser at Wm. Kennedy & Sons,
Limited, Owen Sound, Ont. 4160 Volt;
3-phase ; 60 cycle ; 1200 r.p.m. ; zero power
factor; 2000 KVA lead; 1000 KVA lag.
BETTER POWER FACTOR
INCREASES PRODUCTION
In electric furnace operation . . . and
in cases where electrical systems
are now being called upon to carry
additional loads . . . "ENGLISH
ELECTRIC" Synchronous Con-
densers are making possible ar
improved power factor and greatei
usable output. Undesirable voltage
fluctuations and the objectionable
"flicker" on lighting circuits are
also reduced. Write for information
CANADA
Distinguished
by Service
«I
ci —
.JUfeJO
D
COMPANY OF CANADA, LIMITED
Head Office & Factory: ST. CATHARINES, ONT. District Offices: TORONTO. MONTREAL, VANCOUVER, KIRKLAND LAKE
Represented by: FOULIS & BENNETT ELECTRIC, LIMITED, HALIFAX • E. P. WATT, OTTAWA
RAILWAY & POWER ENGINEERING CORP.. LIMITED. WINNIPEG • GORMANS LIMITED. EDMONTON
lffIlfllf?îf:1™ïlîrlf*llTOP
■WmtW^W^fmfW'"'m
you dont NEED it
dont BUY it
-At
if you DO NEED it
BUY the
Out-worn or out-dated electrical equipment is
poor economy in wartime when even a single
failure may cause calamitous tie-ups in essential
war production.
"ENGLISH ELECTRIC" equipment and
service can help you increase production, avoid
unnecessary replacements and keep your
workers and machinery "on the job".
Your inquiries will be given prompt consideration.
B&mm
i
mmm
COMPANY OF CANADA .LIMITED
Head Office and Factory: ST. CATHARINES. ONTARIO
District Office»
TORONTO MONTREAL VANCOUVER KIRKLAND LAKE
Represented by : FOULIS & BENNETT ELECTRIC. Limited, HALITAX
GORMANS LIMITED. EDMONTON • E. P. WATT. OTTAWA
RAILWAY & POWER ENGINEERING CORP.. Limited. W1NN1PM
DEATH RATTLE IN
A NAZI TANK
"The tank is obsolete", so
observers in Africa say. They
cite the wreckage of Rom-
mel's armoured tanks to
prove it. The penetrating
fire-power of guns of high
muzzle velocity has checked
the might of the panzers-
new alloy armour piercing
shot from such
guns have proved
its undoing.
These projec-
tiles penetrate the thickest
armour plate and, white hot
from the impact, ricochet
inside the tank spreading
fire, death and destruction.
Recently developed alloy
steel for this new shot is
made by Stelco.
Special steels for varied
uses will help
the peace time
march of pro-
gress.
ALLOY STEEL
MADE BY CANADA'S LARGEST PRODUCER OF ALLOY STEELS
The Steel Company of Canada, Limited
HAMILTON
EXECUTIVE OFFICES
MONTREAL
FICES: HALIFAX. ST. JOHN. QUEBEC. MONTREAL. OTTAWA, TORONTO. HAMILTON. LONDON,
WINDSOR. WINNIPEG. VANCOUVER
WORKS: HAMILTON. MONTREAL. TORONTO. BRANTFORD. LONDON. GANANOOUE
THE ENGINEERING JOURNAL June, 1943
31
IMNSFOIIME^
COMMONWEALTH Transformers are built to be dependable. Depend-
ability in a Transformer is not entirely a design problem. Good design
can take care of many things, including the best materials, ample clear-
ances and good characteristics. Dependability, however, depends very largely
on good workmanship : — careful winding, good stacking, thorough impregna-
tion and meticulous cleanliness. The men who build Commonwealth Trans-
formers are well trained and average many years in transformer building
experience. Because they know how, Commonwealth Transformers are
dependable.
miiiiAyiilC AI Tl CI CfTPIf
VlrlvllflVllff EMLI n ELEV I KIV
CORPORATION LIMITED
WELLAND . ONTARIO
r=^
Sole Canadian Licensee of Crocker- Wheeler Electric Manufacturing Company, Ampere, N.J.
Agents for Manitoba: Power & Mine Supply Co. Limited, 123 Princess St., Winnipeg. Man.
32
June, 1943 THE ENGINEERING JOURNAL
FREEDOM IS NOT FREE-IT IS
BUY WAR BONDS
2S00
ENGINEERS 4M ARCHITECTS
REQUESTED THIS FREE BOOK
In "Typical Designs of Timber Structures" we have assembled the design
drawings of 70 representative types of timber structures that have been
engineered under the TECO Connector System of construction. It abounds in
suggestions for solving design problems. One prominent architect writes: "It
is one of the most useful pieces of work that I have received in 20 years."
A request on your professional letterhead will bring you a complimentary
copy of this most valuable reference book. Write while it is available.
V. H. McINTYRE, Limited
NATIONAL MANUFACTURERS OF TECO TIMBER CONNECTORS AND TOOLS
4 ST. THOMAS STREET, TORONTO, CANADA
Manitoba Bridge S Iron Works. Lid.. Winnipeg. Manitoba • Distributor lor Prairie Provinces and takehead
The TECO Ring Connec-
tor spreads the load on a
timber joint over practi-
cally the entire cross-
section of the wood . . .
brings the full structural
strength of lumber into
play.
THE ENGINEERING JOURNAL June, 1943
33
CANADA'S WAR EFFORT
^TURQUOISE
\ Of.*001* \
'. ft,**
t*2Pto^eS
\ Ç*»»*"
EAGLE
draftinVroom
Defense of the nation starts with
the drawings and blue prints by
which Canada's architects and en-
gineers translate their constructive
genius into factories, aircraft,
boats and armament.
Production for Canada's war effort
gets off to a quicker start when
draftsmen use... "Chemi- Sealed"
TURQUOIS... the drawing pencil
which intensive research has per-
fected to enhance their skill and
speed their hands.
TURQUOISE SMOOTHNESS SAVES TIME
for the rare waxes which lubricate every
particle of its lead are permanently sealed
in for swifter, smoother drawing under all
climatic conditions.
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for lead and wood are super bonded to
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for it avoids the laborious inking-in once
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TURQUOISE
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MADE IN CANADA
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34
» 217 BAY STREET, TORONTO, CANADA
June, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, JUNE 1943
NUMBER 6
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050JWANSFIELD STREET - MONTREAL
L. AU8TIN 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
J. A. LALONDE, 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
aad 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.
"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
600 KV. X-RAY APPARATUS AT THE NATIONAL RESEARCH
COUNCIL Cover
OTTAWA RIVER POWER SITES AGREEMENT
Statement by Dr. T. H. Hogg, M.E.I.C 334
Statement by Dr. O. O. Lefebvre, M.E.I.C 335
POST-WAR RECONSTRUCTION
Discussion by W. L. Foss, M.E.I.C 336
TRANSIT SHED WITH CONCRETE ROOF ARCHES 337
Frank E. Sterns, M.E.I.C.
PAINTING UNDERWATER STEEL 341
Claude Gliddon, M.E.I.C.
Arthur J. Chabot
A SIMPLE DIRECT METHOD OF DERIVING STIRRUP SPACINGS IN
REINFORCED CONCRETE BEAMS 343
S. H. de Jong, M.E.I.C.
METALLIZING IN MAINTENANCE WORK 345
R. S. Tuer
FARM ELECTRIFICATION IN MANITOBA 347
ABSTRACTS OF CURRENT LITERATURE 349
FROM MONTH TO MONTH 354
PERSONALS 364
Visitors to Headquarters 367
Obituaries 368
NEWS OF THE BRANCHES 369
LIBRARY NOTES 378
PRELIMINARY NOTICE 381
EMPLOYMENT SERVICE 384
INDUSTRIAL NEWS 385
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), G. E. MEDLAR
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont.
CALGARY
Chairman,
Executive,
J. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
A. HIGGINS
W. E. ROBINSON
(Ex-Officio), S. G. COULTIS
G. P. F. BOESE
H. J. McEWEN
Sec. Treas., K. W. MITCHELL,
803-17th Ave. N.W.,
Calgary, Alta.
CAPE BRETON
Chairman, J . A. MacLEOD
Executive, J. A. RUSSELL M. F. COS8ITT
(Ex-Officio), F. W. GRAY
Sec.-Treat., S C. MIFFLEN,
60 Whitney Ave., Sydney, N.S.
EDMONTON
Chairman, C. W. CARRY
Vice-Chair., B. W. PITFIELD
Executive. J. A. ALLAN
J. W. JUDGE
E. D. ROBERTSON
J. D. A. MACDONALD
I. F. MORRISON
H. W. TYE
(Ex-Officio), D. HUTCHISON
E. NELSON
Sec.-Treas., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman ,
Executive,
(Ex-Officio)
Sec. -Treat.,
HAMILTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
KINGSTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
LAKEHEAD
Chairman,
Vice-Chair.,
Executive,
A.E. FLYNN
G. T. CLARKE D. C. V. DUFF
G. J. CURRIE L. E. MITCHELL
J. D. FRASER P. A. LOVETT
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B. STEWART
K. L. DAWSON
J. R. KAYE S. SCRYMGEOUR
S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Hollis Street,
Halifax, N.S.
T. S. GLOVER
H. A. COOCH
C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
W. E. BROWN,
91 Barnesdale Blvd.,
Hamilton, Ont.
K. M. WINSLOW
S. D. LASH
W. F. NOONAN
J. R. CARTER
J. D. LEE
T. A. McGINNIS
L. F. GRANT A. JACKSON
R. A. LOW,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
MISS E. M. G. MacGILL
E. J. DA VIES
J. I. CARMICHAEL
R. B. CHANDLER
S. E. FLOOR
O. J. KOREEN
S. T. McCAVOUR
W. H. SMALL
E. A. KELLY
J. S. WILSON
B. A. CULPEPER
H. G. O'LEARY
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., Letbbridge, Alt*.
(Ex-Officio),
Sec. Treat.,
LONDON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
MONCTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. -Treas.,
T. L. McMANAMNA
R. S. CHARLES
H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
F. C. BALL
V. A. McKILLOP
F. T. JULIAN
J. A. VANCE
H. G. STEAD,
60 Alexandra Street,
London, Ont.
J. A. GODFREY
A. S. DONALD
E. R. EVANS H. W. HOLE
A. GORDON G. C. TORRENS
G. E. SMITH
H. J. CRUDGE
G. L. DICKSON
V. C. BLACKETT,
Engrg. Dept., C.N.R.
Moncton, N.B.
MONTREAL
Chairman,
Vice-Chair.,
Executive,
R. S. EADIE
C. C. LINDSAY
H. F. FINNEMORE
R. C. FLITTON
G. D. HULME
G. E. GELINAS
K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
J. E. ARMSTRONG
R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. MacL. PITTS
E. V. GAGE
Sec.-Treas., L. A. DUCHASTEL,
40 Kelvin Avenue,
Outremont, Que.
NIAGARA PENINSULA
Chairman, G. E. GRIFFITHS
Vice-Chair., W. D. BRACKEN
Executive, A. G. HERR
C. G. MOON
G. F. VOLLMER
H. E. BARNETT
J. W. BROOKS
G. MORRISON
D. S. SCRYMGEOUR
(Ex-Officio)
C. G. CLINE
A. W. F. McQUEEN
Sec.-Treas.,
J. H. INGS,
2135 Culp Street,
Niagara Falls, Ont.
OTTAWA
Chairman,
G. H. FERGUSON
Executive,
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio)
, T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treas.,
A. A. SWINNERTON
Dept. of Mines & Resources,
Ottawa, Ont.
PETERBOROUGH
Chairman,
A. R. JONES
Executive,
R L. DOBBIN
A. L. MALBY
F. R. POPE
C. R. WHITTEMORE
(Ex-Officio)
, D. J. EMERY
H. R. SILLS
Sec.-Treas.,
A. J. GIRDWOOD,
308 Monaghan Road,
Peterborough, Ont.
QUEBEC
Life Hon.-
Chair.,
A. R. DÉCARY
Chairman,
RENÉ DUPUIS
Vice-Chair., E. D. GRAY-DONALD
Executive, S. PICARD G. ST -JACQUES
L. GAGNON A. E. PARÉ
G.W.WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec.-Treat., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman, R. H. RIMMER
Vice-Chair., C. MILLER
Executive, W. E. COOPER B. BAUMAN
J. FRISCH G. B. MOXON
(Ex-Officio), M. G. SAUNDERS
N. F. McCAGHEY
J. W. WARD
Sec.-Treat.. ALEX. T. CAIRNCROSS,
P.O. Box 33,
A r vida, Que.
SAINT JOHN
Chairman, A.
O. WOLFF
Vice-Chair., C.
d. McAllister
Executive, G.
M. BROWN
C.
C. KIRBY
(Ex-Officio), G.
G. MURDOCH
J.
P. MOONEY
D.
R. SMITH
G.
W. GRIFFIN
Sec.-Treas., G.
L. PHILLIPS,
Saint John Dry Dock &
Shipbldg. Co. Ltd.,
East Saint John, N.B
ST. MAURICE VALLEY
Chairman, J. H. FREGEAU
Vive-Chair., R. DORION
Executive, G.B.BAXTER-
E. BUTLER
A. G. JACQUES
R. D. PACKARD M. EATON
E. T. BUCHANAN J. JOYAL
W. E. A. McLEISH H. G. TIMMIS
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Sec.-Treat., DAVID E. ELLIS,
Shawinigan Water & Power
Company,
P.O. Box 190,
Three Rivers, Que.
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., J. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec. Treas., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE. MARIE
Chairman,
Vice-Chair
Executive,
Sec. Treas.,
N. C. COWIE
A. M. WILSON
C. O. MADDOCK
C. R. MURDOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
TORONTO
Chairman,
Vice-Chair
Executive,
W
B.
F.
E.
C.
(Ex-Officio), H.
T.
N.
J.
Stc.-Treat., S.
VANCOUVER
Chairman, W
Vice-Chair., T.
Executive, J .
R.
E
(Ex-Officio). W
C.
Sec.-Treat., P.
H. M. LAUGHLIN
R. FROST
J. BLAIR R. F. LEGGET
G. HEWSON A. H. HULL
F. MORRISON E. A. CROSS
E. BRANDON W. S. WILSON
H. HOGG C. R. YOUNG
MacNICOL
M. VAN WINCKLE
H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
. N. KELLY
V. BERRY
P. FRASER H. P. ARCHIBALD
E. POTTER I. C. BARLTROP
S. JONES H. J. MacLEOD
. O. SCOTT
E. WEBB
B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
VICTORIA
Chairman, KENNETH REID
Vice-Chair., A. L. FORD
Executive, H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec.-Treai., R. BOWERING, "
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman, J. T. DYMENT
Vice-Chair., T. H. KIRBY
Executive, C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
(Ex-Offieio), W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
Sec.-Treat., T. E. STOREY,
55 Princess Street,
Winnipeg, Man.
332
June, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P. BRERETON. Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
•S. G. COULTIS, Calgary, Alta.
•G. L. DICKSON, Moncton, N.B.
JE. V. GAGE, Montreal, Que.
»F. W. GRAY, Sydney, N.S.
•E. D. GRAY-DONALD, Quebec, Que.
•J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
*E. W. IZARD, Victoria, B.C.
* For 1943. t For 1943-44 Î For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
ÎJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont.
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B.
ÎC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING, Sault Ste. Marie, Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W: SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Arvida, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT, Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, Chairman
R. DeL. FRENCH, Vice-Chairman
A. CD. 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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING, Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MacRAE
F. V. SEIBERT
E. STANSFIELD
G. W. WADDINGTON
JULIAN C. SMITH MEDAL
K. M. CAMERON, Chairman
C. J. MACKENZIE
C. R. YOUNG
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prize
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galbraith Prize
L. F. GRANT, Chairman
H. E. BRANDON
N. B. MacROSTIE
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAM SELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H.F. BENNETT. Chairman R. DeL. FRENCH
J. BENOIT R. F. LEGGET
D. S. ELLIS A.E.MACDONALD
J. N. FINLAYSON H. W. McKIEL
POST-WAR PROBLEMS
W. C. MILLER, Chairman H. MASSUE
F. ALPORT
J. S. BATES
deGASPE BEAUBIEN
A. L. CARRUTHERS
J. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
g. l. Mackenzie
D. A. R. McCANNEL
A. W. F. McQUEEN
G. MacL. PITTS
P. M. SAUDER
D. C. TENNANT
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
J. M. DAVIDSON
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
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÉ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. O. SCOTT
T. G. TYRER
H. K. WYMAN
INDUSTRIAL REIATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
D. BOYD F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
S. M. GOSSAGE W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
THE ENGINEERING JOURNAL June, 1943
333
OTTAWA RIVER POWER SITES AGREEMENT
The following statements, in connection with the agreement recently signed between the Provinces of Ontario and
Quebec, have been prepared for the benefit of readers of the Journal, by two past-presidents of The Engineering Institute
of Canada, who represented their respective provinces in the negotiations, namely Dr. T. H. Hogg and Dr. O. O. Lefebvre.
STATEMENT BY DR. T. H. HOGG, M.E.I.C.
Chairman and Chief Engineer, The Hydro-Electric Power Commission of Ontario
In January 1943 there was executed an agreement re-
specting power sites along the Ottawa river which is des-
tined to have far-reaching and beneficial effects. It consists
of two leases : one between the Province of Quebec and The
Hydro-Electric Power Commission of Ontario; and the
other between the Province of Ontario and the Quebec
Streams Commission. The negotiations which led to the
agreement were lengthy because there had to be a co-or-
dination of various points of view, but a spirit of friendly
co-operation characterized the negotiations from start to
finish.
Broadly, the agreement allocates to each of the provinces
of Ontario and Quebec for its exclusive use in so far as
power development is concerned, certain power sites on
the Ottawa river which for a dis-
tance of more than 350 miles
forms part of the boundary be-
tween the two provinces.
Since 1613 when it was discov-
ered by Champlain, the Ottawa
river has been a highway to the
great northwest and has contrib-
uted greatly to the growth and
prosperity of the two provinces.
Up this river the early explorers
toiled to open up the vast un-
known interior, and down the
river the laden birch-bark canoes
of the fur hunters brought their
valuable cargoes. Down the river,
too, came later the huge floats of
logs that year by year were re-
quired to feed the great lumber
mills and the pulp and paper mills
of more recent times. The Ottawa
river was an important link in the
proposed Georgian Bay ship
canal and some years ago efforts
were made to corral the power
resources of the river under cover
of charters for navigation works.
Based on the "ordinary six
months' flow"of the Ottawa river,
the total estimated power avail-
able to each province is about
425,000 horsepower. To Ontario
are allocated the following sites:
assumed conditions of load factor, when co-ordinated with
existing system power supplies and requirements. When
allowance is made for further control of the flow by addi-
tional storage reservoirs in the upper waters, for possible
adjustments of head which more detailed surveys at the
respective sites may indicate, and for customary spare capa-
city to take care of fluctuating loads, the installed capacity
will substantially exceed the continuous capacity stated.
Not only does the allocation of the various sites secure
to each province an almost equal division of available power,
but it gives to Ontario the sites least desired by Quebec
and to Quebec those least desired by Ontario. The most
important result achieved by the agreement is that in allo-
cating the sites in undivided units it leaves each province
Sites
Approximate
Continuous Capacity
Horsepower
Des Joachims 223,000
Cave and Fourneau. . . . 110,000
Chenaux 73,000
Paquette (upper half) . . . 19,000
425,000
These estimates for continuous
capacity do not represent the
dependable or installed capacity
of the plants that might be con-
structed to operate under certain
$S
RELATIONSHIP OF
POWER SITES ON THE OTTAWA RIVER
TRANSMISSION NETWORKS OF TH€
NIAGARA AND EASTERN ONTARIO SYSTEMS
AND OF NORTHERN ONTARIO
rue hvoro - clcctric pov^a commission
334
June, 1943 THE ENGINEERING JOURNAL
V I N C E
CAVE AND
FOURNEAU
11420 MP CONTINUOUS
; n p i e sine.
R O v
N C t
O F
ONTARIO
LEG [NO
[13 *ftOv"cVor ohtao.o 428390 MP CONTINUOUS
42 2.26 0 MP CONTINUOUS
OTTAWA RIVER
CARILLON TO T1MISKAMING
PLAN SHOWING POWER SITES ALLOCATED
TO PROVINCES OF ONTARIO AND QUEBEC
free to develop its share of this Ottawa river power as and
when it becomes most advantageous to do so. Moreover,
each province can plan for the future with assurance
that its plans can be carried out on a dependable time
schedule.
The agreement, therefore, has particular value from a
long-term viewpoint. At the same time, should changing
circumstances make it desirable to construct quickly sub-
stantial additions to the developed power resources of either
province, no time need be lost, because each province can
now work out detailed plans for the works required at the
sites allotted to it.
From Quebec's point of view, the Carillon site is regarded
as the most attractive of all the Ottawa river power sites.
It is situated quite close to the point where the Ottawa
river ceases to be an interprovincial stream and flows only
through Quebec. It is only about 40 miles from the great
power markets of the Montreal district; whereas Des
Joachims, the only site comparable in size, is 165 air line
miles further away. At Carillon, under a head of about 63
feet, an initial development of some 340,000 horsepower
can be made.
From the point of view of Eastern Ontario's market for
power, the Carillon site is too large an undertaking; more-
over, it is some 70 miles further away from the load centre
of the Eastern Ontario system than the recently completed
Barrett Chute plant and the undeveloped sites on the
Madawaska river. At these sites a reserve of 150,000 horse-
power is available that can be developed in units more
adapted to the rate of growth in this territory. Furthermore,
the Chenaux site on the Ottawa, allocated to Ontario, pro-
vides, in point of size and location, a site admirably suited
to the requirements of eastern Ontario.
The largest site allocated to Ontario is that at Des
Joachims where under a head of 135 feet an initial develop-
ment of about 300,000 horsepower is practicable, with an
ultimate installation of possibly 400,000 horsepower. If ref-
erence is made to the accompanying sketch map of Ontario,
it will be seen that when related to the proved economics
of long distance transmission of large blocks of power, the
sites on the upper Ottawa are advantageously situated with
respect to the load centres of south-western Ontario, and
that a direct transmission line from Des Joachims' power
site to Burlington would be well spaced from the present
220,000-volt lines bringing power from the Gatineau river
developments via Chats Falls and from the line further
south transmitting Beauharnois power. This spacing of the
main transmission lines bringing power from eastern sources
to the Niagara industrial area is important because it is
unlikely that all three routes would be within a storm area
at the same time. Furthermore, interconnection would be
feasible with the main transmission lines traversing the
Northern Ontario mining areas, and the other sites allocated
to Ontario on the upper Ottawa could easily be linked in to
the system.
The final agreement reached is one which crystallizes
certain power development aspirations of both provinces
on a mutually satisfactory basis, related both to their long-
term needs and to possible war requirements of the imme-
diate future. Furthermore, it settles important and deep-
seated issues in which Ontario, Quebec and the Dominion
of Canada have been concerned for many years.
STATEMENT BY DR. O. O. LEFEBVRE, M.E.I.C.
Vice-president, Quebec Streams Commission
The agreement recently arrived at between Ontario and
Quebec, as to the allocation of their power rights on the
Ottawa river, settles to the satisfaction of both provinces
the difficulties which joint ownership involved.
The Ottawa river, forming the boundary for a distance
of 350 miles from the head of Lake Temiskaming to the
head of the Lake of Two Mountains, has a total drop of
about 500 feet. Each of the two provinces owns half of the
power possibilities resulting from that head. Only in one
instance, at Bryson, where the river is divided by Calumet
Island, has it been possible for each province to develop its
own share of the power. In every other case, the power
sites could not be developed, except through an agreement
by both parties, and one province could not take advantage
of its power rights unless the other was agreeable to the
development and was ready to participate into it. The dis-
advantages of this joint ownership are evident.
On the other hand, if the power rights could be allocated
to each province in full sections, or units, each would be
free to go ahead and develop the sections allocated to it.
This division was easily arrived at by allocating to the
province of Ontario:
Cave and Fourneau,
Des Joachims,
Paquette (upper half),
being all the upper portion of the Ottawa river, and Chenaux
or Portage du Fort, and to Quebec:
Paquette (lower half),
Rocher Fendu (Bryson),
Carillon.
One may ask why the Paquette Rapids have been divided
vertically, the upper half being allocated to Ontario and
the lower half to Quebec. It may be explained that the head
available at this site is of the order of 15 feet, — the Allu-
mette Lake, being at elevation 365, and the head-pond of
the Bryson, or Rocher Fendu site at 350. This cannot be
developed as a unit. There is, however, a remote possibility
that the upper half can be added to the head at Des
Joachims, and the lower half added to the head at Rocher
THE ENGINEERING JOURNAL June, 1943
335
Fendu (Bryson). In the former case, the low water surface
of the reach would have to be lowered by dredging, by no
means a light undertaking, and in the other case, raising
the Rocher Fendu (Bryson) head-pond 7 to 8 feet, would
involve very heavy damages by flooding or a large expendi-
ture for the construction of dykes. In both instances, the
possibility is very remote.
From the standpoint of the Province of Quebec, the upper
portion of the Ottawa river below Temiskaming is not sus-
ceptible of being used locally, and it is not anticipated that
any development will take place in the near future. It does
not appear that the district will afford a market for that
power.
From Quebec's standpoint, the possibilities of utilizing
the power available on the Ottawa river lie in the territory
between the city of Hull and the city of Montreal. It seems
that the natural market for the upper sites of the Ottawa
river is in Ontario.
In exchanging its power rights in the upper portion of
the river against equivalent rights at Carillon, Quebec is
bound to save in the cost of transmission lines, as Carillon
is about 40 miles from Montreal, while Des Joachims would
require a line nearly 200 miles longer.
Both provinces find the agreement to be advantageous in:
1 . Being free to develop the units allocated to each when-
ever they are ready. Each can plan for the future without
having to refer to the other.
2. Both gain in shortening substantially the transmission
distance to their most likely market for power.
3. A third factor, which has to be considered in this
agreement, is the regulation of the flow of the Ottawa river,
which results from the construction of storage-reservoirs in
either of the two provinces.
Under present conditions, important storage-reservoirs
are in operation and are located entirely in the province of
Quebec, such as Kipawa, Quinze, and that on the Upper
Ottawa above Rapid No. 7 power plant. Lake Temiskaming
is used as a reservoir but it is interprovincial.
The agreement provides for suitable distribution of the
cost of maintaining and operating these reservoirs according
to the benefits derived by different power owners.
Anyone examining the agreement carefully will realize
that it forms a most important step in the development
of the Ottawa river as a source of power. It is an agreement
that is advantageous to both parties to it and this is the
essence of a good bargain.
POST-WAR RECONSTRUCTION
\V. L. FOSS, m.e.i.c.
Prairie Farm Rehabilitation Administration, Calgary, Alta.
Discussion on paper presented at the Annual Meeting of the Institute last February and published in the
April issue of the Journal.
The writer was greatly interested in Mr. H. G. Cochrane's
paper "Post-war Pattern." This article is so well conceived
that it is bound to provoke a great deal of discussion, and
that is definitely to the good ; post-war conditions will shape
themselves to some extent in accordance with the thoughts
and desires of the average citizen.
Mr. Cochrane appears to be optimistic in his view that
the federal budget will balance itself so nicely by 1949. This
war has shown that capital expenditure on a large scale is
required to provide full employment and good business con-
ditions. Statistics show that the increase in our national
income since pre-war days is almost exactly equal to gov-
ernment war expenditure. In other words, the war is not
costing the people of Canada, taking us as a collective
body, one dollar. The cost is terrific in labour, natural re-
sources and blood, but financially it costs us nothing, unless
imports exceed exports, and then only to that extent.
Mr. Cochrane has estimated that $35 capital expenditure
is required to supply the public with buying power to pur-
chase $65 of consumers goods. The writer takes it that this
$35 capital expenditure will be financed by new credit; in-
deed it must be, because if it is done from reserves which
have been siphoned away from the buying power of the
public, the effect would be neutral. On this basis, if our
national income is say 7 billions, approximately 2l/i billions
must be due to capital expenditure, and hence someone in
Canada will be going into debt at the rate of 2J/£ billion
dollars per year. Will private industry undertake to do this ?
If it does not, then the Government will have to do so, if
our national income is to be maintained.
Why choose the arbitrary figure of 7 billions as our desir-
able national income ? If it can be raised to 14 billions with-
out costing us, collectively, anything financially, why not
do it ? The answer probably is that capital expenditures
would have to be on such a large scale that we would soon
run out of public works to do. For instance, the 1943 budget
would build 700,000 homes, all the highways that we would
require and have enough left over to complete the 111 mil-
lion dollar irrigation and water power programme submitted
by the Prairie Farm Rehabilitation Administration.
It would seem to the writer that there must be some way
of keeping the production mechanism of consumers goods
operating to desired capacity without first doing some other
work which is totally unrelated and, in the ultimate, un-
necessary. The only other alternative that the writer can
think of at present is for the consumer to go into debt for
the goods he requires. This is what happened in the twenties,
and accounted for American prosperity during that era;
surely, there must be some other way.
The writer is not greatly impressed by the much discussed
"backlog" of consumer demands; these demands have been
always with us, but unless the public has the buying power
to make these demands effective, there is no demand. The
"backlog" of demand in 1933 was probably as great as at
any time in history, due to the glimpse of the potentialities
of plenty which we received in the late twenties; but Mr.
Average Citizen did not possess the buying power to satisfy
his desires; it appears that he will not have it in the future
unless someone in the nation continues to go into debt at
an ever increasing rate.
The rate at which new credits will be required will prob-
ably increase, because if the reason for the necessity of
capital expenditure is sought, it will be found to be due
to labour saving devices in industry. It is possible to con-
ceive of our population being made up of three classes, the
owning class, working class, and the unemployed. The pro-
duction machine is owned by the owning class, and operated
by the working class. The product of this machine can be
purchased only by the two classes owning and operating it,
since the third class has no purchasing power. It may even
be argued that the two privileged classes are unable to
purchase all of the product of the machine due to saving,
replacement reserves and other fixed charges. This is the
argument put forth by Douglas of social credit fame. Be
that as it may, it is obvious that the third class cannot
purchase any of the product unless some other means is
provided, independent of and unrelated to the production
machine, by which it can secure the necessary buying power.
At the present time, capital expenditure financed by new
credits is the only means of making up this shortage in
buying power. Due to technological advance in industry
it is obvious that the third class will tend to grow in number,
and the necessity for an ever-increasing debt growth be-
comes apparent.
336
June, 1943 THE ENGINEERING JOURNAL
TRANSIT SHED WITH CONCRETE ROOF ARCHES
ARCH TIES HEATED TO REDUCE SECONDARY BENDING STRESSES
FRANK E. STERNS, m.e.i.c.
Engineer, National Harbours Board, Ottawa, Ont.
Paper originally presented at a joint meeting of The Engineering Institute of Canada and the American Society of
Civil Engineers, at Niagara Falls, Ont., on October 15th, 1942, and here brought up to date
The harbour of Saint John, N.B., is an important unit in
the transportation system of Canada, being one of the few-
large harbours on the eastern seaboard which is open
throughout the winter. Its development has been assisted
by the Federal Government from time to time since Con-
federation and it was established as a national harbour in
1927. Upon the creation of the National Harbours Board
in 1936, it came under the jurisdiction of that Board.
In June, 1931, fire swept the west side of the harbour
from Rodney slip southward, the area which at that time
contained all of the berths capable of accommodating large
ships. All the transit sheds and other buildings upon the
wharves were destroyed and all the wharves, with the ex-
ception of the concrete wharf at the south end of the area,
wrere burned down to mean water level. Reconstruction
was commenced at once except at three berths where the
complete removal of the old timber cribwork was necessary.
Funds for this work were not available until 1934.
The newrer wharves consist of a concrete deck structure,
17 to 18 ft. in depth, supported partly on cylindrical con-
crete caissons 9 ft. in dia., sunk to rock, and partly on timber
bearing piles cut off near mean water level. Figure 1 shows
a cross section through the wharf at berth 10. The construc-
tion of berths 8 and 9 is practically the same, with slight
differences in the transverse spacing of the supports. A full
description of the construction has been given in a paper
by Mr. V. S. Chestnut.1
Transit Sheds
The wharves were built with the intention of providing
transit sheds upon them when required to meet the demands
of traffic. The type of shed contemplated, shown in Fig. 2,
was a single story shed 92 ft. 6 in. wide wdth its rear wall
at the rear edge of the wharf so that the rear cargo doors
wrould be close to the railway cars and its front wall 12 ft.
back from the edge of the wharf to provide the necessary
working space. The frame of the proposed shed was of
structural steel with columns along the front and rear walls,
and roof trusses spanning the entire width of the shed at a
minimum clear height of 16 ft. above the floor. The columns
were to be placed on the centre lines of the wharf bents and
would therefore be spaced 20 ft. C. to C. The provision of
facilities for loading grain at the wharves was to be made
possible by making the columns and roof trusses of sufficient
strength to support a four belt grain conveyor gallery with
its trestle and movable ship loaders similar to the existing
gallery over the roof of the adjoining shed 11, which might
be installed in the future upon the front part of the shed
roof. .
The construction of a shed of the above type on berth 10
was carried out during the latter part of the year 1937,
and a similar shed on berth 9 was completed in 1938. These
buildings were extended at the rear to cover the loading
platforms and shelter freight in transit over them. Berth 8
had been used as an open berth for cargo which does not
need protection from the weather, but in the summer of
1942 it wTas decided to proceed at once with the construction
of a transit shed upon it.
Along the west half of this berth, the railway track serving
the wharf curves sharply away from it, and a triangular
loading platform some 20,000 sq. ft. in area extends from
the wharf deck to the track. The annex over the loading
platform forms a major feature of the shed.
engineering Journal, October, 1936
THE ENGINEERING JOURNAL June, 194.3
Upon application to the Steel Controller, it was found
that structural steel for the frame of the shed could not be
made available but that sufficient bar steel for the reinforce-
ment of a concrete structure could be released. The relative
advantages of reinforced concrete and timber for the frame
of the proposed shed were therefore investigated.
For reinforced concrete structures of this kind, bents of
the rigid frame type have frequently been found suitable.
But for this shed, as it was to be built upon an existing
reinforced concrete deck, serious difficulty would have been
met in installing the necessary tie rods between the feet of
the columns, as they would have to be placed under the
deck slab of the wharf and be brought up through it at a
small angle to be connected to the columns. By using bents
consisting of tied arches supported upon columns, the ties
could be placed overhead and these difficulties avoided. As
rough estimates based upon preliminary designs indicated
that the cost of frames of these two types would be nearly
the same, the tied arch type was considered preferable.
Timber roof trusses of spans approximately the same as
that required for this shed have been extensively used in
recent years for aeroplane hangars. A preliminary design
and cost estimate was made for a shed of timber frame
construction using timber treated to resist fire. It indicated
that the use of timber construction instead of reinforced
concrete would reduce the cost of the shed only a few
thousand dollars. In view of the greater fire hazard and
-102'2j-
waier . ,
El +28,91.
G'aïel , &}y*
^£p-E1 +15.0
El +13.0
6" Sheeting
One 16"xl6" Cap
Ofift Bolts. I"». 30" Lon*
fflljliji jl j! jl jl jl jl jl jl /I
yl'ij'jj ;! jj jj ij ;,' ij :! J J
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Sunk |j
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Rochoi '
Other
Suitable
Material
Timber Piles Driven )
- to Support 20 Tons-*'
ij per Pile or as Directed
Fig. 1 — Typical section of wharf before shed was added.
— : — i \—j
-^•«l
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Fig. 2 — Proposed steel framed transit shed and grain gallery.
337
Fig. 3 — Tied arch of reinforced concrete for shed erected on
wharf.
the probable shorter life of a timber framed shed, a frame
of reinforced concrete was considered preferable.
As the dead load of a shed having a reinforced concrete
frame would be considerably greater than that of the steel
framed shed contemplated when the wharf was built, the
stresses in the wharf structure under the heavier column
reactions were carefully investigated. In general, the wharf
was found to be well able to carry the additional loads,
but some reinforcement was considered advisable at one
point in the retaining wall which supports the rear columns.
It was finally decided to adopt reinforced concrete for
the construction of the frame of Shed 8 and its loading
platform annex, using bents of the tied arch type for the
shed (see Fig. 3). Framing of the beam and girder type was
adopted for the annex, the beams being located on the same
centre lines as the bents of the main shed and supported
at one end upon the bents and elsewhere upon transverse
lines of girders and columns. This arrangement gives a high
degree of uniformity in the purlins and beams but some
special framing at the curved wall of the annex was of
course unavoidable. The exterior columns of the annex stand
upon the top of the retaining wall which surrounds the
loading platform. This wall, where it crosses the relieving
platform, is supported upon framed timber bents placed
;ipon the platform over its pile caps. Elsewhere, the wall
has timber pile foundations. All interior columns for the
annex are located behind the loading platform and rein-
forced concrete footings for them extending 5 ft. below the
top of the platform were built upon creosoted timber piles.
Loads and Stresses
The structure was designed for the same loads as were
used for sheds 9 and 10, viz. :
Snow load, 30 lb. per sq. ft.;
Gallery load, per bent, 122,000 lb. on front column and
33,000 lb. at front quarter point of span;
Wind load, 30 lb. per sq. ft., the wind stress in any mem-
ber being reduced by }/% of the sum of the dead and
live load stresses in the member.
Working stresses in concrete and reinforcing steel were
those recommended by the Joint Committee. Concrete
having an ultimate compressive stress of 4,000 lb. per sq.
in. at 28 days was specified. The tie rods of the arches
which had to be specially rolled to get the length of 92 ft.
6 in. required are of structural grade steel but all other
reinforcing bars are of rail steel.
To guard against corrosion of the steel under exposure to
moist air at the sea coast it was protected by a covering of
concrete at least 2 in. thick. This also affords adequate
fire protection.
Roof
The type of roof adopted is the same as was used for
sheds 9 and 10, viz., a 3 in. laminated or mill type timber
roof with built up tar and gravel roofing guaranteed for
20 years. This permitted the purlins to be spaced at Y% of
the arch span, 11.4 ft., C. to C. To expedite construction,
the purlins, which are of concrete, are precast except in
the bay at the east end of the shed, which is connected to
the previously built shed No. 9, and elsewhere where purlins
of special construction are required, such as those framing
into the curved wall of the annex. The precast purlins have
reinforcing bars projecting from their ends to tie them to
the arch ribs and girders but were built as simple beams
supported by brackets formed on the sides of these members.
The peak of the shed roof is at the level adopted for sheds
9 and 10, but to clear the arch, the slope of the roof is
flatter, 1% in. to the foot, and the eaves higher. The roof
of the annex is nearly flat, having a slope of 34 hi. to the
foot.
Main Bents
Figure 3 shows a typical bent of the shed. The arch has
a span of 91 ft. 23^ in. and a rise of 10 ft. Its width is 19 in.
and its depth, over the rear half of the span is 33 in. The
outlines of the front half of the arch are smooth curves
chosen to give the required increase in depth to 42 in. at
the quarter point, where the gallery load will be applied,
and to present a smoothly tapering appearance.
The columns are of the same width as the arch rib, 19 in.,
and their depth is 213^ in. There is a hinge joint near the
foot of each column at a point 8 in. above the top of the
wharf deck. When the wharf was built two 134 hi. anchor
bolts were built into it at each column location. Reinforcing
bars were coupled to the anchor bolts and bent toward each
other so as to cross at the centre of the hinge and extend up
into the column above the joint. A sheet of lead was placed
in the joint to reduce its resistance to rotation.
Each arch tie is composed of eight bars 13^ in. in diameter,
as larger bars were unobtainable in the length required. The
bars were placed in contact with each other in a compact
group except at the ends where they are bent to flare away
from each other so as to have a properly bonded connection
to the concrete at the ends of the arch rib. The ties are
supported at mid span and at the quarter points by sag
rods connected to the arch rib. Bolted clamps are placed
around the group of tie rods at the sag rods and at the points
where the curves for flaring the ends begin. A short piece of
1 3^8 square bar is placed in the top and bottom of the group
of bars at the clamps to prevent displacement of the bars
when the clamps are tightened. The ties and the sag rods
are covered with concrete.
Preheating Tie Bars
An unusual feature in the construction of the bents was
the method adopted for reducing the secondary bending
stresses in the columns. The rotation of the ends of the
arch rib resulting from the elongation of the tie and the
shortening of the rib under stress was found to produce an
excessive bending stress in the slenderest columns that could
safely be used, even when the point of contraflexure was
brought to the foot of the column by the introduction of a
hinge joint there. After careful consideration of the various
expedients that might be used for overcoming the difficulty
Fig. 1 — Forms for arch.
338
June, 1943 THE ENGINEERING JOURNAL
it was decided to heat a portion of the length of the tie
rods before concreting them into the arch and to keep them
heated until the concrete had attained sufficient strength
to bear the stresses that would be produced by the shorten-
ing of the rods when they were allowed to cool.
Under maximum load, including the grain gallery, the
computed elastic elongation of the tie was 0.566 in. and
the shortening of the rib, measured along the chord at the
centre line of the tie was 0.114 in. It was decided to shorten
the effective length of the tie 0.45 in. by preheating and
cooling. The load on the arch when the tie was allowed
to cool was the dead load of the arch rib, the tie and the
precast purlins. Under this load the amount of tie shortening
required to produce zero deflection of the arch would be
0.296 in. The initial shortening of 0.45 in. would therefore
produce a negative deflection or hogging of the rib when
the tie was allowed to cool. The amount of the negative
deflection at the centre of the span was computed to be
0.264 in. and the positive deflection under the maximum
load, .395 in. The actual deflections of the arches, measured
after the cooling of the tie rods, were found to be in close
agreement with the computed figures.
For heating the rods it was decided to use electric ovens
equipped with thermostat switches. Heating by passing low
voltage current directly through the rods would have re-
quired for the completion of the circuits very heavy copper
conductors which would have been difficult to obtain, and
the connections between them and the rods would have
involved difficulties and uncertainties. With steam heating
the temperature could not have been so accurately con-
trolled and regulated and the equipment for it could not
have been so quickly installed and removed.
Design of the Ovens
Figure 6 shows the details of the ovens. Each oven was a
box of sheet steel having double walls, 3 in. thick filled
with rock wool insulation. The box was 10 ft. long, 17 in.
high and 12 in. wide inside. Openings were provided in the
end walls through which the group of tie rods passed. The
entire front wall formed a hinged door to which are attached
the portions of the end walls in front of the openings so
that when the door was open the oven could be installed
upon a group of tie rods assembled in place in the work.
When the oven had been placed on the tie rods and the
door closed, a clearance space provided between the group
of rods and the edges of the openings in the end walls was
packed with rock wool. Plastic packing previously placed
in the spaces between the rods at these points completed
the closure of the ends of the oven against the entrance of
cold air.
Heat was furnished by six 500-watt, 115-volt strip heaters
mounted in the oven in a line along the bottom. To guard
against unequal heating of the tie rods an inclined baffle
plate was set above the heaters to protect the rods from
direct radiation and to cause the air within the oven to
18-—^ Sheet Steel
Rockwool Insulation .
Thermostat 9ulb
t
Thermometer
:m
®@ «— Switches
il— H li
. Four 500 W
Space Heaters
Fig. 5 — West end of shed 8 showing vertically sliding door at
entrance from Union St.
Fig. 6 — Electric ovens for heating the arch ties.
circulate around them. The electric circuit passed through
a thermostat switch attached to the outer rear face of the
oven and connected to a temperature bulb mounted at a
point within the oven where it was close to the top of the
tie rods. The switch could be set for any temperature be-
twen 430 and 530 deg. F. and would open the circuit when-
ever the temperature of the bulb rose more than 6.5 deg. F.
above the temperature for which it was set, and close it
again when the temperature of the bulb fell to that value.
Two warning lights were connected across the circuit, one
in front of, and one behind the thermostat switch. The
heaters were connected in three groups of two, the two
heaters in each group being in series and the three groups
in parallel. Snap switches enabled two or four heaters to be
cut out if desired. A mercury thermometer, passed through
the top of the oven and supported by friction at the rock
wool packing, enabled the temperature of the oven to be
read directly.
To produce the desired elongation of 0.45 in. in the eight
V/2 m- Dars forming the tie, their heat content had to be
increased by approximately 34,000 B.T.U. or 10 kw.h. The
actual temperature required in the oven to give the desired
elongation depended upon how much of the necessary addi-
tional heat was contained in the heat slopes along the por-
tions of the bars outside the oven. To determine the proper
temperature and check the performance of the ovens before
placing them in service, they were tested upon a group of
bars clamped at one point to a rigid frame, with reference
to which their elongation could be accurately calipered. It
was found that the desired elongation was produced when
the temperature in the oven was above that of the atmos-
phere by 415 deg. F. Six ovens were provided so that the
ties of six arches could be heated at the same time.
After the arch was concreted the tie had to be maintained
in its heated state for some days to avoid stressing the
structure before it had strength to resist. Interruption of
the electric power supply during this period would have
caused a gradual cooling of the tie and a gradual building
up of stress in the bent which, if it went far enough, could
very seriously damage the work. Power failures in Saint
John, however, in the past had been quite infrequent and
of short duration and new equipment had recently been
installed in the transformer station which serves the west
side of the harbour. It was decided that the risk of a power
failure occurring at such a time and of such duration as to
damage the work was too slight to justify the provision of
an alternative source of power supply for emergency use.
Two, short interruptions of the power supply did occur
during the construction of the arches but the work was not
damaged.
Lateral Bracing
As previously mentioned, expansion joints had been pro-
vided across the wharf at intervals of 100 to 120 ft. Expan-
sion joints were formed in the shed at every second joint in
the wharf and divide the shed into three sections 215 ft.,
220 ft. and 120 ft. in length respectively, the short section
being adjacent to the existing steel shed No. 9. As there
is an expansion joint in shed 9, only 60 ft. from its west end,
no expansion joint was provided at the junction between
the two sheds.
At two bays in each of the long sections of the shed and
at one bay in the short section, the arch ribs at either side
THE ENGINEERING JOURNAL June, 1943
339
Fig. 7 — Interior of shed 8 looking toward firewall at west end of
shed.
of the bay are connected to each other by concrete diagonals
14 by 14 in. in cross section, placed so as to form a Warren
truss. To avoid interference with the purlins and their sup-
porting brackets and with the connections between the arch
rib and the tie, the points of intersection of the diagonals
with the arch rib are placed approximately 3 ft. from the
centre lines of the purlins, except at the centre of the span
where the ridge purlin is above the arch rib. The other arch
ribs receive lateral support from the braced bays through
the purlins. No lateral support other than that which is
furnished by the roof deck was considered necessary for
the roof beams of the loading platform annex.
Doors
The cargo doors are the most important feature of the
shed from an operating point of view. The horizontally
sliding type is the least expensive of the several suitable
types, but in Saint John considerable difficulty is experi-
enced in keeping the bottom guides free of ice, particularly
at the front of the sheds where the guides are not clear
of the deck and open underneath. Doors of the vertically
sliding type and of the turnover type, which also moves
vertically in opening, were used in sheds 9 and 10 and gave
much less trouble from freezing at the bottom. For such
doors, however, all-steel construction is desirable and a con-
siderable amount of metal work is required in their counter-
weights and operating machinery. Because of the shortage
of steel it was finally decided to adopt for the front and
rear of shed 8 horizontally sliding doors of timber with steel
frames. Windows 6 ft. high are provided in the upper part
of doors 16 ft. high. There are two door leaves for each
opening hung from two parallel tracks running continuously
from end to end of each main group of door openings. The
door at the roadway ramp from Union St., for which the
horizontally sliding type is unsuitable, is a triple leaf steel
door of the vertically sliding type.
Walls
In the front wall of the shed there is a cargo door in every
bay except the east end bay and the three bays at the west
end which are not opposite the midship portions of ships
berthed at the wharf, where the hatchways are located. The
cargo doors are 16 ft. high and of the full width of the bays.
In addition to the windows provided in the doors as pre-
viously mentioned, windows 6 ft. high are furnished in the
bays unoccupied by cargo doors. There is also a small en-
trance door in the west end bay. The greater part of the
wall area at the front of the shed therefore consists of win-
dows and doors. Above the doors and above, below, and be-
tween the windows the wall consists of a reinforced concrete
slab, 6 in. thick, flush with the faces of the shed columns
and concreted monolithieally with them. The slabs are sup-
ported laterally at the eave by a concrete eave gutter built
along the outer face of the slab. At the top of the doors and
windows and at the bottom of the window openings, hori-
zontal beams are formed on the inner faces of the slabs.
At the floor the slab is built into a shallow groove chipped
in the top of the deck slab of the wharf.
In the rear wall of the building, which extends along the
east portion of the shed proper and the curved side of the
loading platform and includes the bay along the south end
of the loading platform, there is a cargo door of the full
width of the bay in every bay except the one at the east
end of the shed, the bay at the west end of the curved wall
and the bay at the south end of the platform. These doors
are 9 ft. high to suit railway box cars, except the first door
from the east end of the shed which is 16 ft. high to provide
for the transfer of occasional large pieces of freight. Windows
are provided above the low doors and in the high door as
well as in the three bays in which there are no doors. The
construction of the rear wall is similar to that of the front
wall of the shed.
The west end wall of the building facing Union St. from
the front of the shed to the south end of the loading plat-
form is of brick, 13 in. thick, enclosing the outer portions
of the reinforced concrete columns and beams which form
the framework of the end of the building. Portions of this
wall also serve as the west walls of two enclosures built of
brick and concrete within the structure. A two-story en-
closure 60 ft. long by 16 ft. wide in the shed proper provides
office space, lavatories, etc., and a single story enclosure
45 ft. long by 26 ft. wide in the annex forms a longshoremen's
room. The only door in the west end wall is that at the
roadway ramp which leads into the shed from Union St.
There are two rows of windows, but the lower row is not
carried over the annex beyond the longshoremen's room.
At the west end of the previously built shed 9 there is a
brick firewall 13 in. thick. This wall was carried up so as to
cover those portions of the east end of shed 8 which are
above the slopes of the roof of shed 9 and form a parapet
wall above the roof. The traffic lane along the rear edge of
the wharf passes through a doorway 14 ft. wide by 16 ft.
high in the firewall. This opening, which is furnished with
an automatically closing fire door, provides communication
between shed 8 and the adjoining shed 9.
The Acme Construction Company of Saint John, N.B.,
was the general contractor for the work. The members of
the National Harbours Board are R. K. Smith, chairman,
J. E. St. Laurent, vice-chairman, and B. J. Roberts. F. W.
Riddell is executive secretary and E. G. Cameron, chief
engineer.
340
June, 1943 THE ENGINEERING JOURNAL
PAINTING UNDERWATER STEEL
CLAUDE GLIDDON, m.e.i.c, and ARTHUR J. CHABOT
Chief Engineer and Electrical Engineer respectively, Gatineau Power Company, Ottawa, Ont.
This article outlines experience and practice on the
Gatineau River with regard to the painting of underwater
steel, and applies mainly to hydraulic turbine headgates.
On the Gatineau river whose water is very nearly neutral,
having a Ph value of 6.9, (slightly on the acid side) , rusting of
two types is encountered on underwater steelwork, namely :
(a) On steelwork which is submerged deeply or in dark
wells, such as turbine headgates and the inside of penstocks,
large soft tubercles form. Under each tubercle a crater or
cone-shaped depression is formed in the steel, which, after
ten years, may be as deep as 3^8 m- a^ the apex. On a gate
having a % in. thick skin plate, if two of these tubercles
occur directly opposite each other then there remains only
3^8 in. of steel at this point. This type of rust can be readily
washed off to the clean steel beneath, but is the more serious
type because of the large amount of metal which rusts away.
(b) On steelwork which is not submerged deeply and is
out in the open water, such as sluice gates, very few if any
tubercles form at the shallower levels. Here the ordinary
type of rusting seen everywhere on steel exposed to the
atmosphere takes place. The surface is generally pitted more
or less uniformly and to a very much smaller depth than
in the case of the tubercle formation. This type of rust
adheres to the steel and is more difficult to remove to the
clean steel beneath.
Usually both types of rusting occur together, the tubercle
type predominating under conditions outlined in (a) and
the ordinary rusting predominating under conditions out-
lined in (b) above.
Gatineau Power Company's experience using the more
customary methods of cleaning by wire brushing and scrap-
ing and of applying one or two coats of ordinary paint has
been that under conditions outlined in (a) above, tubercles
begin to appear about six months after painting while under
conditions outlined in (b) no rusting appears for several
years and it takes six or seven years for the whole surface
to become rusted.
The tubercle condition is therefore by far the more serious
and this article describes the tests made and the practice
now being followed in painting where tubercles occur.
Tests were carried out on small areas of headgates and
on steel test plates and on complete headgates employing
different methods and materials for cleaning and painting
as follows:
1. Different methods of cleaning such as sluicing with
water, wire brushing, scraping, paint removers, cleaning with
oxyaeetylene flame, sandblasting, and steel grit blasting.
2. From one to four coats of different kinds of coatings,
such as paints, greases, sprayed zinc and hot dip galvanizing
were tried, also different materials for the different coats
where more than one coat was used.
3. Different methods of applying coatings, such as brush-
ing, spraying, flowing or rubbing on and melting on with
blow torch.
4. Different methods of drying such as natural air drying
and infra-red drying.
Over a hundred different kinds of coatings were tested
and tests varied in length up to 15 .years.
Of the coatings tested in the Gatineau river, the following
gave the best results.
(a) Heavy red lead paints weighing approximately 30 lb.
to the gallon.
(b) Thick bituminous coatings approximately 1/16 in.
thick.
(c) Synthetic paints of the bakélite type and rubber base
type.
Synthetic (bakélite) paints, and thick bituminous coat-
ings stood up well but showed a tendency to form blisters,
the former small in size and the latter, large ones. If these
blisters are punctured, they are found to be full of water
and the metal or coat of paint beneath is found to be clean
and apparently not deteriorated. The first tendency was to
reject a paint because it formed blisters, on the other hand
we have had test areas which, after six years under water,
and although showing these blisters, appear to have given
perfect protection to the surface beneath. In some of the
thicker bituminous coatings (about 1/16 in. thick) on open-
ing the blisters it was found that there was still a layer
of the same material beneath which had not blistered.
Chlorinated rubber base paint tests have shown excellent
results after four years under water, but on account of the
fact that the materials cannot at present be purchased,
they cannot be considered for use at this time. They hold
promise, however, not only in view of their performance on
test but in view also of the ease with which the application can
be made and the drying speeded up as compared to red lead.
Red lead paints have shown less tendency to blister but
more rust tubercles have appeared than with the bituminous
and synthetic paints.
In the tests, the best combination of coatings consisted
of red lead priming and intermediate coats and a heavy
bituminous top coat. After six years under water this com-
bination showed only a few large blisters (about 1% in.
diameter) in the top coat, and a few small blisters (about
}/% in. diameter) in the red lead coats. There was no rusting
whatever of the steel.
Close up view of rust tubercles. (Some of the tubercles have
been scraped off.)
4* mat jp
■J?- #* mm-
- • "îVr
Close up view of cone shaped depressions formed by tubercles.
This view shows the steel after grit blasting.
THE ENGINEERING JOURNAL June, 1943
341
Based on the tests and experience to date the following
is the procedure which Gatineau Power Company is using
in painting of turbine headgates and deeply submerged
sluicegates:
1. Slime and tubercles are washed off, using a stream of
water and stiff brushes and scrapers.
2. After drying, the gate is placed in a wooden housing
where electric space heaters raise its temperature to about
10 deg. F. above room temperature. This is done in order
to prevent the formation of moisture which might get under
the paint film and cause rusting. The temperature of the
gate is maintained above room temperature continuously,
from this time until the final coat of paint has been applied.
The gate is then grit blasted using No. 20 angular steel
grit with an air pressure of about 70 to 90 lb. per sq. in.
All foreign material including mill scale is removed during
ation results in a fairly high covering capacity for the red
lead paint, the average being 675 sq. ft. to the gallon. The
covering capacity for the heavy bituminous coating is about
100 sq. ft. to the gallon.
Since all of the work is done inside the gatehouse it is
not necessary to wait until the warm summer months to
do this type of painting, and on Gatineau Power Company's
system, some of this work is being carried out in winter
when other work is not so pressing.
To summarize:
The combination of red lead under coats with a thick
bituminous topcoat is the only covering which after tests
of six years of continuous underwater exposure in the
Gatineau river has shown no tubercles or other rust forma-
tion on the steel. Most of the many other paints and coatings
Turbine headgate leaving grit-blast housing.
the blasting process. A fan exhausts the dust laden air
from the wooden blast-housing and discharges it through
a water spray to outdoors.
3. The gate is then moved out of the wooden housing to
a position about one foot in front of a bank of infra-red
lamps which raise the temperature of the whole gate to
about 110 deg. F. While the gate is at this temperature the
side opposite to that facing the lamps is given the priming
coat of paint which is applied by brushing and whose main
constituents are red lead and linseed oil. This red lead paint
weighs about 30 lb. to the gallon. Considerable working in
is required to insure the paint filling all the pit holes and
careful inspection is maintained to insure complete coverage.
The gate is then turned about so that the sides arc reversed
and the other side given the priming coat. In this manner
three coats of red lead paint are applied to all surfaces of
the gate. The drying time between coats averages about 32
hours with the gate at about 110 deg. F. After the third
coat has been applied, the drying period is extended to
about 48 hours to give a fairly hard surface. The fourth coat
consists of a heavy asphalt base roofing cement coating con-
taining asbestos fibres and applied about 1/10 in. thick.
This material is heated so that it can be readily brushed on.
After the fourth coat, about 48 hours' drying time at room
temperature is allowed.
Keeping the gate at 1 10 deg. F. during the painting oper-
Submerged sluicegate being turned in front of infra-red lamp
bank.
tested began to show rust tubercles in six months to one
year after application. The procedure now being followed
in painting as outlined above includes, in addition to that
used in the tests, the application of three coats of red lead
instead of two, the keeping of the steel at well above room
temperature during the cleaning and painting period to
avoid condensation of moisture, and the use of infra-red
heating for drying the paint.
In addition to the fact that the red lead-bituminous com-
bination gave the best results compared to other paints
used and tested, the following are advantages which may
be claimed for the method of cleaning and painting em-
ployed :
1. The steel is cleaned of all foreign material.
2. A good "tooth" or rough surface is obtained for the
paint.
3. No moisture is allowed to deposit under or between
the paint films.
4. The thinner coats of red lead obtained at the tempera-
ture of 1 10 deg. F. can be better worked into any surface
irregularities and thus have a better chance of forming a
coating which is free from pin holes and free from small air
pockets under the film ordinarily formed where the paint
bridges over small depressions.
5. The high temperature drying gives the red lead a
harder and tougher surface1.
342
June. 1943 THE ENGINEERING JOURNAL
A SIMPLE DIRECT METHOD OF DERIVING STIRRUP
SPACINGS IN REINFORCED CONCRETE BEAMS
S. H. DE JONG, M.E.I.C.
Department of Civil Engineering, University of Toronto
With H. G. Acres and Company, Consulting Engineers, Niagara Falls, Ontario, at the time of writing.
There are many means of deriving stirrup spacings in
reinforced concrete beams. Most of them involve the use of
the shear diagram, drawn to scale, and tables; or some
combination of computations, tables and diagrams.
It is desirable that the design be simplified so that it can
be rapidly executed by computation only. Herewith is given
such a method. The mathematics are simple enough to make
it very rapid of execution, and no tool but the slide rule is
required.
Consider the portion of the shear diagram shown in the
figure. Let it be required to space stirrups over the section
AB of the beam.
V = the total shear at any point. .
V0 = the maximum shear on the section AB of the beam.
Vc = total shear taken by the concrete.
S = the distance from the point of maximum shear on
the section AB to the point where the stirrup shear
would be zero if the slope of this portion of the
shear diagram were continuous.
In the case where uniformly distributed load only exists
on the beam, S becomes the distance over which stirrups
are required.
/s = the allowable unit stress in web reinforcement ;
As = the total cross sectional area of steel in one stirrup;
jd = the distance from the centre of compression to the
centre of tension in the beam ;
d = the effective depth of the beam;
b = the width of the beam if the beam is rectangular,
or the width of the stem of the beam if the beam
has a T or r section ;
s = the stirrup spacing at any point in the beam.
s0 = the stirrup spacing at the point of maximum shear
of the section of the beam under consideration.
The value of S may be readily computed from the geo-
metry of the shear diagram.
The shear to be taken bv the stirrups at any point is
v-ve.
The fundamental equation for stirrup spacing is
J^JdA, (1)
and
V - Vc
Is jd A,
(2)
V — V
' O ' c
From the diagram, if x is measured to the left from the
point E, then
v-vc
(r,-rf)
s
Substituting this value in equation (1),
/, jd A5 S
s —
(3)
(Vo-Vc)x
And substituting s0 from equation (2) in equation (3)
sa S
s =
(4)
For any particular section of a beam, when the loading,
stirrup size and specifications have been established, As, fs,
j, d, V0 and S are constant, and
s0 S K ,-,
s = = — (5)
x x
where K is constant.
In the use of the above equations, S should be converted
to inches before K is computed.
The first stirrup is usually spaced z, s0 from the face of
is
the support. The second will then be spaced s2 = from
K S~Sl
the first. The third will be spaced s} = from the
S — Sj — s2
second. In this manner the stirrups required may be indivi-
dually spaced very rapidly, as S — slt S — sï — s2, etc. are
simple mental calculations that can be computed as the
stirrup spacings are read off the slide rule.
It is frequently desired to space stirrups in groups of
equal spacings. If this is to be done the formula is expressed
as x = — . By giving s any desired values the points where
these stirrup spacings commence are readily found.
The argument is frequently raised that the stirrup is not
accurately designed because the maximum shear in the
distance along the beam, reinforced by one stirrup is used
in determining that distance, whereas the average shear
should be used. It is conceded by those who raise the point
that the error is small and on the safe side and therefore
not worth the effort of eliminating.
By the method here presented the error may be reduced
K K
somewhat by taking s?= -~ , s3= 5 , etc. This is
O — S0 0 — S0 — S 2
more precise than taking values of s as before, but there is
still error. The error, however, remains on the safe side.
The work involved is exactly the same in either case.
By means of a single step of successive approximations
the spacing of stirrups can be determined to a comparatively
high degree of precision. This involves about double the
work from the time that K is determined and is very rarely
worth the effort.
The above principles apply equally well, and the final
formula is exactly the same, in the case where unit shears
alone are considered. The theory as derived above is the
general case. In practice it is usually a little simpler to
work from the basis of unit shears.
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THE ENGINEERING JOURNAL June, 1943
343
Numerical Example
Let it be desired to design the stirrup spacing for a
rectangular section beam of clear span 20 ft 0 in.; b, 10 in.;
d, 16 in.; bearing a uniformly distributed load of 2400 lb.
per lineal foot, including the weight of the beam.
Using C.E.S. A. specifications for 3000-lb. concrete at 28
days :
Allowable unit shear stress that may be taken by the
concrete is 90 lb. per sq. in., assuming adequate
anchorage for tensile reinforcement.
Allowable unit stress in web reinforcement is 16000
lb. per sq. in.
At the face of the support:
The total shear is 2400 X 10 = 24000 lb.
The total shear that may be taken by the concrete is
90 X 10 X .875 X 16 = 12600 lb.
Total shear that must be taken by the stirrups is
24000 - 12600 = 114001b.
Assuming Y% in. diameter U stirrups, we have from equa-
tion (2)
16000 X 0.875 X 16 X 2 X 0.11
zontal line with corresponding values of s below them, thus:
s„ =
11400
= 4.32 in.
Therefore s; = 2 in
11400
S 24000
K = S s„ =
X 10 = 4.75 ft. = 57 .0 in.
57.0 X 4.32 = 246
X 4.32 =
From equation (5), s = — :
s2
Sj
246
57-2
246
= 4^2 in-
= 5 in.
57 - 2 - AY2
This is more easily done by writing values of x in a hori-
x = 57 55 50| 45! 40 34 27
18
4i
s = 4.3 \\ 5 5| 6 7 9
13!
55
(2)
(9)
(9)
Using the more precise value of s2 =
S — sc
x = 57 52| 48 43 37! 31
23
12!
s = 4.3 4! 5 5! 6! 8
10!
19!
(2) (12H)
Figures in brackets are the actual spacings that will be
used instead of the theoretical values given above them.
The above spacings have been taken to the nearest half
inch and represent individual spacings. For short deep
beams with heavy loads this approach to the problem is
quite suitable. However, for longer and shallower beams,
such as in the case above, it is more likely that arbitrary
spacings would be used in groups.
Suitable spacings in this case will be 4% in., 6 in., 8 in.
and 12 in.
From x = —, stirrups may be spaced at:
4^ in. where x = 55 in.
6 in. where x = 41 in.
8 in. where x = 31 in.
12 in. where x = 203^ in.
Actual distribution will then be as follows, starting from
the face of the support:
2 in., 3 at 4^ in., 2 at 6 in., 1 at 8 in., and 2 at 12 in.
The writer wishes to express his appreciation to Messrs.
J. H. Ings, m.e.i.c. and P. A. Pasquet, s.e.i.c, of H. G.
Acres and Company for valuable suggestions.
344
June, 1943 THE ENGINEERING JOURNAL
METALLIZING IN MAINTENANCE WORK
R. S. TUER
President, B. W. Deane & Co., Limited, Montreal, Que.
Little need be said on the necessity of salvaging and main-
taining equipment in Canada's war industries. Our war
production must be maintained in the face of ever-increasing
difficulty of part and equipment replacement. By virtue of
its simplicity, economy, broad applicability, and proved
effectiveness, metallizing has come into wide use in almost
every industry for the repair and rebuilding of worn ele-
ments such as crankshafts, axles, impeller spindles, pistons,
gear housings and innumerable other parts not readily re-
placeable. In these critical times, when replacement parts
are difficult to obtain and available machines must be util-
ized to the utmost, metallizing equipment on the job or
in the repair shop can do much toward eliminating costly
delays occasioned by unexpected breakdowns. It can do
much, too, towards conservation of materials required for
replacements and the man-hours of labour that go into
their manufacture. Usually, repairs thus effected give a
service life considerably longer than that obtained from
the original part.
Metallizing is a process of applying any metal in wire
form to any metallic, and many non-metallic, surfaces with-
out the application of sufficient heat to set up stresses or
cause warpage in the original base material. Thus it is
possible to resurface the bearings of crankshafts and similar
parts without the necessity of preheating and post-annealing
and straightening.
Dissimilar metals can, with due regard to electrolytic
action, be applied to one another; for example, steel to
bronze and brass ; steel to cast iron ; and brasses and bronze
to steel or iron. This flexibility in application opens up
many possibilities for conserving vital metals and applying
hard, wear-resistant surfaces to softer base metals.
By the metallizing process, the metal is applied in a finely
atomized, semi-molten state. Wire is automatically fed
through a gun into the centre of an oxyacetylene flame sur-
rounded by an envelope of compressed air at 65 lb. per
sq. in. pressure which atomizes the metal as fast as it melts
and projects it at high velocity on to the surface being
sprayed. Figure 1 illustrates the construction of the gun
nozzle and its action in spraying the atomized metal.
Surfaces to be metallized are prepared by either of two
common methods. Bearings and other cylindrical shapes are
mechanically prepared in a lathe by first undercutting the
worn section, then grooving and roughening the tops of the
sections between the grooves with a special rotary tool.
These simple .operations require little skill; they can be
performed on any lathe. Flat surfaces, or sections which
cannot be prepared in the above manner are blasted with
angular steel grits, flint sand or special non-metallic
abrasives.
From this brief description of the preliminary operations
it will be seen that adequate surface preparation is necessary
in order to obtain a secure bond for the sprayed metal.
The basic requirements are:
1. A surface properly undercut.
2. A surface free from oil moisture.
3. A surface roughened mechanically or by blasting to
assure the maximum keying.
Equipment Required
The metallizing gun is a small hand tool weighing A% lb.
Accessory equipment, air filter and regulator, oxygen and
acetylene regulators, hoses and wire control units are port-
able. They can be mounted completely on an ordinary gas-
bottle truck or any other wheeled equipment.
Compressed air is needed in a volume of at least 35 cu. ft.
per minute at (55 lb. pressure. Oxygen and acetylene or
propane are required, and these gases are obtainable from
THE ENGINEERING JOURNAL June, 1943
regular suppliers. Figure 2 shows the maximum amount of
equipment required for a metallizing outfit. The air drying
unit shown next to the compressor is only required when
the air supply is wet and oily.
In addition to the above a lathe is required for preparing,
metallizing and finishing all cylindrical parts, and a blast
cabinet or pressure-type blast machine for flat or large-
area work.
What Metallizing Can and Cannot Do
Like all maintenance processes, metallizing has definite
limitations beyond which failures will certainly occur. First,
it should always be remembered that the sprayed metal is
not actually fused to the metal to which it is applied;
therefore, it depends for its adhesion upon a mechanical
bond, the strength of which is entirely dependent upon the
quality of the surface preparation.
Second, sprayed metal has a granular rather than a crys-
tallized structure, and this characteristic indicates low ten-
sile strength. Therefore, it is not used for:
1. Cutting or shearing edges.
2. Conditions of severe impact.
3. Overcoming structural weaknesses, or
4. Joining broken or badly cracked parts.
Eliminating repair jobs that come under these classifica-
tions, we have left an enormous variety of worn parts that
can be effectively re-surfaced and restored to original dimen-
sions. All press fit diameters inside over 3J/£ in. diameter and
outside any diameter are good applications.
" The wear-resistant qualities of sprayed metal are better
in most instances than those of hardened solid metal. There-
fore, all bearing surfaces (except those upon which rollers
operate under compression) are ideal applications. The orig-
inal hardness of sprayed metal depends largely on the
COMPRESSED AIR.
OXY-ACETYIENE OR
OXY-PROPANE GAS '
WIRE •
WIRE AND GAS
NOZZLE
AIR CAP
Fig. 1 — Àt nozzle of metallizing gun, metal wire projected at
controlled rate by air turbine in gun is melted by annular
flame of oxyacetylene or oxypropane. Annular envelope of
compressed air atomizes molten metal and sprays it upon
prepared surface set up at proper distance from nozzle.
Fig. 2 — Complete equipment for metallizing work includes
compressor capable of supplying 35 cu. ft. per min. at 65 lb.
per sq. in. and air and gas control units. Drying unit next to
compressor is needed only where air is particularly moist or oily.
345
Fig. 3 — Without dismantling machine, large diameter drive
shaft of roll crusher in cement mill is restored to press fit hy
roughening hearing section with rotary shaft preparing tool
(upper picture), huilding it up with sprayed steel (lower picture)
and grinding to finished fit. Entire joh is completed in 18 hrs.
material used. Sprayed metal differs from solid metal, in
that its hardness does not indicate its wear-resistance.
The natural porosity of sprayed metal gives it special
advantage for bearings, both because the porous metal has
a low co-efficient of friction and because its absorption of
oil makes it virtually self-lubricating.
Although metallizing is a simple process which can be
performed by relatively unskilled labour, there are certain
definite procedures which must be employed if uniformly
good results are to be obtained. Space does not permit going
into detail in this regard, particularly as metallizing opera-
tion manuals are available.
Metallizing Applications
This covers a wide field, but the uses of the process for
maintenance and salvage of machine parts could be summed
up as follows:
1. Defective forgings and castings, rejected because of sur-
face defects, can be successfully reclaimed to speci-
fications.
2. Mis-machined cylindrical parts, on inside and outside
diameters — even undersized flat surfaces — can be built
up to standard.
3. Porous sections and blow holes in structurally sound
ferrous and non-ferrous castings can be permanently
filled in and sealed.
4. Any size parts from tiny machine spindles to mammoth
chill motors can be salvaged in production with equal
effectiveness.
The rebuilding of shafts and axles has been common prac-
tice for years but, many parts, either mismachined or worn,
are now being successfully reclaimed instead of being rele-
gated to the scrap pile.
Types of Wire
The material used for metallizing is in the form of wire
which is made, annealed, drawn and coiled to exacting
specifications. As in welding, where the right rod for the
job is a prime necessity, so in metallizing the proper wire
for the work is of first importance. Low, medium and high
carbon steels, tested in service over many years, are avail-
able and should be used where indicated.
Finishing Surfaces
The finishing of treated surfaces either by grinding or by
machining presents no difficulty; in most cases even high
carbon steels can be machined with carboloy or a similar
material.
By the metallizing process, many jobs can be done with-
out completely dismantling a heavy piece of equipment.
The Fairmont roll crusher shaft shown in Fig. 3 is an excel-
lent illustration of how an enormous dismantling and re-
assembly job can frequently be avoided; this shaft was re-
paired and restored to operation in less than a day.
Cost of Metallizing Repairs
To give an approximate idea of the cost of making on-
the-job repairs by metallizing, assume there are three shafts
of different sizes and with different sections to be resurfaced.
The metal used is Spraysteel 10, which in 100 lb. quanti-
ties costs 1 1 cents per lb. After including labour at approxi-
mately 85 cents per hour, oxygen at $1.00 per 100 cu. ft,
acetylene at $2.50 per 100 cu. ft. and air at 10 cents per
1,000 cu. ft., we have a cost per pound actually sprayed of
29 cents. This figure is exclusive of overhead, burden and
profit, and does not include any preparation of the part or
finish machining.
Job No. 1 is a shaft 1^ in. diameter, to be metallized
over a length of 2 in. A thickness of 1/16 in. of metal is to
be applied to the radius. A total of % lb. of metal will be
required.
Job No. - is a shaft 2x/i in. diameter to be metallized over
a length of 4 in. A thickness of 1/16 in. of metal is to be
applied to the radius. A total of 1.75 lb. of metal will be
required.
Job No. ■> is a shaft 4 in. diameter to be metallized over
a length of 6 in. A thickness of 1/16 in. of metal to be applied
to the radius will call for 2.0 lb. of metal.
Eight pounds of Spraysteel 10 can be sprayed per hour.
It will be seen, therefore, that the actual spraying time on
any of the above examples is negligible.
Machining time, preparation and finishing cannot be
estimated as facilities and conditions vary with every job.
346
June, 1943 THE ENGINEERING JOURNAL
FARM ELECTRIFICATION IN MANITOBA
Summary of findings and recommendations of the Manitoba Electrification Enquiry Commission
In June 1942 Mr. John Bracken — at that time Premier
of Manitoba — set up a commission "to gather data upon
the basis of which it (the government) can formulate a
practicable policy for the expansion of the Manitoba hydro-
electric system to serve as large a proportion of Manitoba
farmers as possible." Dr. Emerson P. Schmidt, head of the
Department of Econ:mics of the University of Minnesota
was appointed chairman. Dr. Schmidt is a recognized
authority in the utility field, having conducted similar
investigations in the United States. E. V. Caton, m.e.i.c,
manager, electric utility, Winnipeg Electric Company, John
W. Sanger, m.e.i.c, chief engineer, City of Winnipeg
Hydro-Electric System, and Herbert Cottingham, chair-
man of the Manitoba Power Commission, were selected as
the other members of the commission.
The report was submitted to Mr. Bracken in December
1942, and runs to two hundred and eleven pages. Doubtless
many members of the Institute have read it, but for the
general interest of the members at large, and without in
any way commenting on the report, the Journal reproduces
herewith the summary of findings and recommendations as
they appear on pages one to six inclusive.
Findings
1 . Electricity on the farm has profound and far-reaching
effects upon the social as well as economic aspects of
farming. It reduces drudgery upon the farm as it has
done in the factory; it increases income, reduces costs
of production and by removing the disparity between
the urban and the rural way of life brings a large measure
of contentment to people upon the farm.
2. In few major areas in the world is town and farm inter-
dependence as. pronounced as is the case in Winnipeg
and rural Manitoba.
3. To bring electric power in the post-war period to the
majority of the 58,686 farmers in the province of Mani-
toba is entirely feasible and practical.
4. Manitoba agriculture, because of certain climatic and
market difficulties, requires constant adaptation to a
changing world — an adaptation which may be substan-
tially facilitated by the use of electric power on the
farms.
5. Farm electrification in a large part of the Western world
is an accomplished fact, or is in process of becoming so.
In the United States, for example, two out of every five
farmers are supplied with electric power and Manitoba's
farmers should not be forced to lag behind this move-
ment, if Manitoba's economy is to retain its place in
the world economy.
6. A man working with his own muscle-power alone never
can do, in a day, the equivalent of work done by one
kilowatt hour of electricity, which unit of energy rarely
costs more than 5 or 10 cents. No other form of power
for the farm can compare with the low cost, convenience
and adaptability of central station electric service.
7. The electrification of farm areas merits a high priority
as a post-war employment programme because it will be
more nearly self-supporting than most other projects
which might be considered, although it is recognzied
that self-liquidation should not be the only test in the
selection of post-war employment projects.
8. In order that farm lines may be built economically it
is necessary that construction work be scheduled at a
1 "The experience of the past decade is conclusive evidence that
unemployment relief should be a Dominion function." Report of the
Commission on Dominion-Provincial Relations (Rowell-Sirois),
Book II, Recommendations, p. 24.
uniform rate. A construction programme of 25,000 farm
services in the first ten years is considered to be a
minimum initial objective.
9. The capital cost of 25,000 farm services based on 1939
prices and the attainment of 80% saturation of possible
farm services, is estimated to be $16,831,687.50. At the
end of ten years and after deducting sinking fund, the
net debt for 25,000 farm services will amount to
$14,426,800.52.
10. On the same basis, the capital cost per farm service is
estimated to be $673.27. On the basis of 1942 prices the
estimated cost is approximately 8% higher.
11. The ultimate capital cost of complete farm electrification
beyond the tenth year is difficult to forecast. If the
average prices are those prevailing in 1939, an additional
capital expenditure of $10,000,000 may be required.
12. To supply farm services at a rate similar to the standard
rate schedule now in effect in the towns and villages,
namely, 8 cents for the first 50 kw.hr. per month and
2 cents for all additional energy (but minimum net bill
$3.60) will require a bonus rate equal to that now paid
to the Manitoba Power Commission. Owing to the rela-
tively high capital cost of farm electrification the bonus
will equal $21 per farm service per annum.
13. Under the terms of the existing water power leases there
will not be sufficient water power rentals to pay the
combined bonus requirements of farm electrification and
the M.P.C. network.
14. Under the present system of bonus, the amount required
for service to 25,000 farms in ten years will be $21,000
in the first year, increasing progressively to $526,000 in
the tenth year. To provide sufficient revenue from farm
electrification to meet the additional cost resulting from
a bonus not being paid, the service rate would require
to be increased to 10 cents for the first 50 kw.hr. per
month, 4 cents for the next 50 kw.hr. per month and
2 cents for all additional energy with a minimum net
bill of $4.50 per month.
15. There is adequate power, available from the Winnipeg
River, to provide for a complete farm electrification
system for Manitoba. It is estimated that the average
peak demand per farm would be 600 watts and that the
peak demand for 25,000 farms would not exceed 30,000
h.p. at the power plants. This constitutes only 5% of
the total power available from the Winnipeg River.
16. It is indisputable that the high cost of electric appliances
is the greatest handicap to the complete utilization of
electricity on the farm; farm service for lighting only is
not practical under the conditions existing in Manitoba.
17. Even though the farmer may be required to pay a mini-
mum monthly bill of $3.60, this monthly expense to the
farmer for electric power is not entirely an additional
expense because over half of it replaces other existing
or present costs such as coal-oil, radio battery charging,
etc.
18. If the minimum monthly bill is $3.60, the Manitoba
Power Commission may assume that within a few years
at least half of the farmers will find electric power so
beneficial that they will use energy in excess of the
minimum and thus ensure the entire system adequate
revenue.
19. Unless capital funds are secured at an interest cost not
to exceed 3.5% it will not be possible to carry out any
comprehensive farm electrification programme. It may
be noted that the farmers in the United States are secur-
ing funds under the rural electrification administration
for 2.46% and are anticipating a further reduction.
THE ENGINEERING JOURNAL June, 1943
347
20. That central governments through fiscal or treasury and
central bank policy have it within their power largely
to determine interest rates is now widely accepted by
students of the problem, and therefore uneconomical
high interest rates are not longer necessary.
21. Since post-war reconstruction and with it the problem
of unemployment have come to be accepted as national
responsibilities1, the Government of Manitoba may
anticipate the co-operation of the Dominion Govern-
ment in the raising of necessary funds at low interest
rates for the farm electrification programme.
Recommendations
1. In so far as this will not interfere with the war effort,
the Manitoba Power Commission and the Government
of Manitoba should inaugurate preliminary surveys, set
up detailed plans and make all other preparations re-
quired to enable the farm electrification programme to
go into action promptly when the war is over.
2. Because of the social and economic significance of farm
electrification for the Manitoba economy, the scope of
the programme should not depend exclusively upon the
volume of unemployment prevailing in the post-war
period.
3. The Manitoba Power Commission has planned to bring
power to every town, village and hamlet of more than
20 persons and which communities are either not served
at all or inadequately served; this part of the post-war
programme should be completed in not more than five
years, because the network of electrical circuits so de-
veloped will become basic for the distribution of energy
to the farm lines throughout the province.
4. Meantime, farm electrification should commence at once
after the war with a minimum of 1,000 farmers to be
connected the first year, and a steadily increasing num-
ber in subsequent years, depending upon the experience
gained and the state of unemployment prevailing.
5. Since farm electrification can be established only under
conditions of maximum economy, farm lines should be-
come an integral part of the Manitoba Power Commis-
sion and it is recommended that all terms and conditions
of the Manitoba Power Commission Act be made to
apply to farm electrification.
6. Line construction should commence first where the larg-
est number of farmers can be supplied with a minimum
amount of investment cost, estimated revenues con-
sidered.
7. Under the terms of the Manitoba Power Commission
Act complete authority is given to provide customers
with all necessary wiring, appliances and apparatus at
the lowest possible cost. It is recommended that this
policy be continued for farm electrification.
8. Since the success of farm electrification is dependent
upon securing adequate revenue, and since such revenue
is a function of use, every effort should be made to supply
the farmers with appliances at minimum cost.
In view of the disparity between Canadian and United
States prices for electrical apparatus and appliances, it
is recommended that the Government of Manitoba use
its influence at Ottawa to have the duties so adjusted
that prices in Canada shall be nearer to those in the
United States.
This is in line with the declared policy of Article IV
of the Atlantic Charter and Article VII of the Lend-
Lease . Agreement signed February 23, 1942, and the
exchange of notes between Canada and the United
States in December, 1942, the free flow of international
trade being the prime objective.
The Commission is of the opinion that such adjust-
ment of the tariffs would also be of benefit to the Cana-
dian manufacturers, since they would then have the
benefit of the mass market, and that instead of decreas-
ing employment in manufacturing it would have the
opposite effect.
9. Farm lines should not be built in any area unless there
is adequate assurance that there will be sufficient return
on the capital investment.
10. A rate schedule should be adopted which gives the
farmer every inducement to use the maximum amount
of energy and should conform as closely as possible
with the uniform standard rates for towns and villages.
1 1 . Farmers in local areas should be organized into local
advisory and promotional bodies in order to facilitate
the signing up of as nearly 100% of the farmers in the
community as possible, engage in load building and
educational work on the uses of electricity, safety
measures, and patrol activities.
12. The farmers should be required to read their own meters,
bill themselves and in this and all other ways possible
help to reduce the operating costs of the system.
13. In the less densely settled area, and where it is practical
and essential, the farmers themselves should be organ-
ized into self-help bodies under which they would re-
ceive credit or cash for procuring materials and doing
other work in order to reduce the cost of the lines and
to enable the farmers to build up a fund for the purchase
of wiring materials and appliances.
14. Farm lines should be built wherever possible on private
rights-of-way so as to avoid future costs which might
be involved in road widening and such rights-of-way
should be made available to the Manitoba Power Com-
mission by the farmers free of cost.
15. The Commission has investigated the feasibility of a
plan for the more economical operation of the present
system of generating, transmitting, and distributing elec-
tricity in Manitoba. Substantial savings can only be
made by eliminating as far as possible the duplication
of property and operating staffs of the three major
electric utilities, the Winnipeg Electric Company, the
City of Winnipeg Hydro Electric System and the Mani-
toba Power Commission.
There is no doubt that large savings can ultimately
be made particularly in the capital investment in, and
fixed charges on properties, but these cannot be accu-
rately determined until the final plan of reorganization
is fixed upon.
The Commission was not empowered to conduct
negotiations in an effort to bring the said utilities to-
gether in order to work out a plan of reorganization and
is of the opinion that in any event the present time is
not opportune for such negotiations.
If it is desired that a complete investigation be made
of this matter, we recommend that it be carried out by
a body whose membership is not identified with the
management of any of the utilities concerned.
348
June, 1943 THE ENGINEERING JOURNAL
Abstracts of Current Literature
WOOD AS A SUBSTITUTE FOR METAL
Joseph L. Stearns
National Lumber Manufacturers Association
Conversion to wood of products previously manufactured
of metal will release to war service more than five million
tons of metal during 1943, technicians of the National Lum-
ber Manufacturers Association, Washington, D.C., estimate.
This figure is compiled from reports of WPB, Army, Navy,
Maritime Commission, Forest Service, Census Bureau, and
industrial concerns.
Statisticians of the association find that, on the average,
it is possible to save one ton of steel by the use of one
thousand board feet of lumber. On some items, such as cast
iron, it is possible to save more; on others, such as sheet
metal, the saving is smaller.
The volume of saving is comparable to the 1942 figure,
but there is a definite difference in the use of the material.
Last year wood went to bat for metal in construction. Now
the cantonment building programme, the shipyards, and
the factories are all but complete. The industrial effort has
shifted from construction to production. Wood is being used
this year to replace metal in a long list of civilian products
that have been largely curtailed or discontinued, as well as
being diverted into essential war uses other than construc-
tion.
Expenditures for construction in 1942 reached an all-time
high of $6,170,000,000. Had it not been that timber replaced
structural steel so extensively, a building programme of this
magnitude would have been impossible. The savings of
structural steel in roof trusses alone through the use of
timber connector construction has been estimated by the
Timber Engineering Company at 400,000 tons.
Manufacture of some 2,200 metal items has been stopped
entirely. Many of these are still being produced — in wood.
Wood is performing some jobs it never has done before,
but in many instances the use of wood is not historically
new, although its use is new in modern industrial practice.
For example, when the manufacture of metal furniture
was stopped, that portion of the furniture industry reverted
to wood. That was followed shortly by the estoppal of metal
springs for upholstered furniture, and the industry met the
crisis with a new development — -wood springs. These are
now fairly well standardized and, according to all accounts,
are just as comfortable and substantial as the metal springs
they supplanted. The shift back to wood furniture was not
too difficult, because the bulk of metal had been finished
to simulate wood grain anyhow.
The range of consumer goods in metal that have been
estopped or seriously curtailed and have reverted to wood
in whole or in part, is surprising: mechanical refrigerators,
caskets and vaults, door and window screens, mirror and
picture frames, certain farm implements, beauty shop
equipment, children's vehicles, athletic equipment, lawn
mowers, slot vending machines, radios, carpet sweepers,
weather strip, gutters and downspouts, bottle caps, pocket
books, atomizers, bathtubs, jelly molds.
Thus, wood is pulling an extra oar on the home front,
although the pressure for direct war service has not relaxed.
While the shipyards and cantonments are built, demands
for wood continue to tax the utmost efforts of the forest
industries. Probably the greatest single consumer of lumber
this year is the box and crate industry. Nearly one-third of
the total 1943 production of lumber, or 10,500,000,000 board
feet, will be used for boxes and crates for shipment of mili-
tary supplies, according to the best authority.
Abstracts of articles appearing in
the current technical periodicals
GLASS FOR PRECISION GAGES
By COL. H. B. HAMBLETON
Chief of Gage Section, U.S. Ordnance Department
From Mechanical Engineering (New York) April, 1943
In an effort to contribute to the programme for the con-
servation of steel, the Ordnance Department has initiated
a development project of glass gages. The responsibility for
the development project has been assigned to Frankford
Arsenal. This arsenal, with the aid of the most progressive
glass manufacturers in the country, has formulated tenta-
tive specifications and provisional standard drawings of
glass gages. These standards, in so far as is possible, will
be dimensionally the same as those of the American gage
design standard, shown in publication CS8-43 of the
National Bureau of Standards. This standardization of
steel-gage design was formulated and completed prior to
this war, and has insured complete co-ordination and inter-
changeability of all steel gages manufactured.
Up to this time, Frankford Arsenal has procured from
the Corning Glass Works, Corning, N. Y. ; Fischer and Porter
Company, Hartborough, Penn.; The A. H. Heisey Com-
pany, Newark, Ohio; T. C. Wheaton Company, Millville,
N.J.; Specialty Glass Company, Newfield, N.J.; and the
Blue Ridge Glass Corporation, Kingsport, Tenn., a limited
number of glass gages for experimental and development
purposes. One of these gages, similar to the sample dis-
played, had been used in the Frankford Arsenal cartridge-
case shop for the inspection of 57-mm cartridge cases. This
gage performed 260,000 gaging operations before it was
worn out. For the first 160,000 operations, the wear was
only 0.00005 in. A steel gage for this duty normally has a
life of 60 to 70 thousand operations. The Ordnance Depart-
ment now has several glass gages under test on brass gears
for mechanical time fuzes, steel parts for other fuzes, and
cartridge-case inspection previously referred to. The results
to date indicate that glass gages are giving a very satis-
factory performance and, in some cases, show very definite
advantages over steel gages, some of which are as follows:
1. Many greasings and degreasings are eliminated, since
no question of rust is involved.
Official OWI Photo by Hollem
Glass gages of various types are replacing steel gages at Frank-
ford arsenal. (Left, top to bottom: double-end plug gage, "Go"
plug gage, ring gage. Right, top to bottom: "Not Go" plug
gage, double-end solid-handle plug gage, double-end taper-
lock, standard-handle plug gage.)
THE ENGINEERING JOURNAL June, 1943
349
2. Glass gages are much easier in handling inasmuch as
they are lighter than steel.
3. Glass gages afford visibility in inspection which is not
always possible with steel.
4. Glass will more or less teach the inspectors to have
respect for handling gages.
5. Most important at this time is the saving of tool steel
for other uses.
6. Perspiration of the hands of the inspectors has no
corrosive effect on the glass gage as it does on steel.
7. When the component is very near the size of the gage,
there is less tendency for the component to seize or gall in
or on the gage.
8. Scratches on glass do not raise burrs or change the
effective size of the gage.
9. The thermal conductivity of glass is less than steel,
and therefore heat transferred from the hands of the in-
spectors to the gage will not affect the gaging dimensions.
10. Glass appears to have abrasive-resisting qualities
equal to or better than steel in many gaging applications.
11. The comparative weights of glass and steel are around
160 and 485 lb. per cu. ft., respectively. The lighter weight
of glass is obviously an advantage in the use of gages.
In the design of standard blanks, great care has been
taken to parallel the American gage design standard, in
order that handles will be interchangeable and the possible
resistance to the use of glass gages will be minimized. The
main deviation from steel is a radius which is required on
glass gages to keep them from chipping.
Contrary to common thought it is not believed that much
change will be required, if any, in the standard machines
for grinding glass plug gages. There has been a great deal
of discussion regarding possible changes required in the
standard grinders for steel, when grinding glass blanks. This
can now be discounted. The Wheat on Company has used
a Norton 6-in. x 18-in. type C, having a wheel speed of
approximately 1,190 rpm., using a 20-in. x 1-in. x 12-in.
wheel with approximately 6,000 surface feet per minute,
which we understand is a common speed for most cylin-
Official OWI Photo
This gage checked 160,000 cases without wear. (Presumed life of
a steel gage is 50,000 cases.)
drical grinders. By using silicon-carbide wheels of 60-80
grit, they were able to rough to within 0.003-0.004 in. of
finish size in a short time. They recommend a rather fast
table traverse speed in this operation with a slow work speed.
After changing to a 180-grit silicon-carbide wheel using
very slow table traverse speed and a slow work speed, they
were able to obtain a beautiful finish on the surface. The
blank used was approximately 1 in. in diameter.
It is interesting to note that during the last four or five
passes of the wheel, without changing the wheel setting,
they turned off the coolant and secured a polished surface.
In regard to the coolant required for grinding glass, they
have found from experience that plain water is all that is
required. However, it is necessary to provide some agent
to prevent rust on the machine; for this, they have used
International Chemical Company's No. 219 oil, diluted
25 to 1.
In using the taper lock handle, it will not be necessary
to grind the taper on the glass shank as this can be molded
close enough to give the required fit.
It is entirely possible to grind centres in the ends of
plugs, using a tungsten-carbide drill and lapping with a
centre lapping stick, such as a Norton 60 Q y<i x 2. Blanks
will be supplied by glassmakers with the centre ground in.
The question has been asked many times, whether the
molded male centres could be supplied on the blank; this
is impractical to do in glass molding procedure.
SHIP-BORNE AIRCRAFT
From The Engineer, (London, Enc), April 9, 1943
The warning recently given to the public by Lord
Brabazon that one must never in any circumstances that
exist to-day expect seaborne aircraft to compete with those
based on shore led to an interesting Times correspondence.
Among those who took part were Lord Sempill and Admiral
the Earl of Cork and Orrey. One naturally attends to any
point of view which Lord Brabazon expresses on such sub-
ject, as he was one of the first to fly, holding, indeed, we
believe, the first pilot's certificate issued in this country,
besides having filled the office of President of the Royal Aero-
nautical Society. Nevertheless, his view on this occasion
met with some opposition, for, in the present intense phase
of the war, such importance attaches to aircraft which patrol
the seas that strongly held opinions are inevitable. One
anonymous pilot goes so far as to deny entirely any lower
fighting ability in shipborne aircraft, holding that it is prac-
ticable to land on the deck of a modern carrier any single-
engined aircraft at present in the Air Force, provided only
that it first undergoes some slight modification. Lord Bra-
bazon's view, however, receives support from Lord Sempill,
also with many years of actual flying, with the proviso that
with prospective technical improvements, both in the air-
craft carriers themselves and in the aircraft using them, the
position is changing ; but he thinks aircraft carriers necessary
to fill the much-discussed "gap" in the Atlantic convoy
route which is not at present covered by the shore-based
aircraft which operate from the two ends.
This discussion raises two important points — the com-
parative technical excellence of shipborne aircraft, and the
effectiveness of the operational range of those based on land.
As regards the former point, one can hardly do otherwise
than admit that so long as shipborne aircraft have to be
made with folding wings, they must be at a disadvantage
in structural weight economy, and therefore in their flying
range and perhaps speed. Owing to the efficiency of the
modern catapult, there need certainly be no difficulty about
their taking off from the deck nor need there be any in the
landing on carriers, having regard to the various aids now
available. We know, for instance, of the splendid Hurricane
fighters which can be catapulted even from the decks of
merchant ships. In these cases folding wings are not needed.
These aircraft form part of the Merchant Ship Fighter Unit
which has been in operation so successfully for the last
eighteen months. But if one is meticulous, one must admit
350
June, 1943 THE ENGINEERING JOURNAL
the accuracy at the present time of Lord Brabazon's state-
ment, though the margin of difference between the two
types, especially if folding wings can be avoided, is small,
and will almost assuredly grow less as the years pass. In
the protection of Atlantic convoys an invariably high fight-
ing performance can hardly be called for; the most useful
aircraft must be those with good endurance and sufficient
bomb-carrying capacity. With a sufficient supply of such
aircraft, however provided, the "gap" in the Atlantic is
capable of being closed. Submarines hate the sight of air-
craft, and the effect of their presence is always markedly
good. Whether this object could now or hereafter be equally
achieved from airfields at either end raises large issues. The
Admiral, in supporting Lord Sempill's views, claims the
existence of vast expanses of ocean "far beyond the range
of the aircraft of to-day." If this means that aircraft cannot
cross in one flight the whole width of the Pacific Ocean,
one must admit its truth, leaving aside, of course, such
record-breaking efforts as that of the 7,159-mile flight in
the year before the war of the Wellesley aeroplanes designed
by Mr. Wallis. But if one thinks rather of the Atlantic, with
its current submarine menace, one cannot but recall the
many hundreds of aeroplanes which have flown right across
during the present war. Here there cannot truly be said to
be any "gap" that could not be closed, given sufficient air-
craft, even of types already available. No doubt there is a
wide demand for aircraft with this kind of capacity; since
if they can do that much, they can do much else, and there
is much to be done. But our own "High Command" is aware
of the facts and the allocation of aircraft must be left to
its decision.
The filling of the Atlantic "gap" can hardly be regarded
as a difficulty which is primarily technical, whilst, on the
other point, carrier-borne aircraft can be designed to be
but little below the fighting capacity of land-based aircraft ;
moreover, such design difficulty as there may be is surely
in the main attributable to the need conform to the design
of existing carriers and hardly arises at all in respect of
the aircraft itself.
VARIABLE-PITCH PROPELLERS
From Trade and Engineering, (London, Eng.), April, 1943
Within the next couple of months the first large ocean-
going ship to be equipped with a variable-pitch propeller is
to be launched. There are numerous vessels afloat, up to
about 1,500 tons deadweight, in which such propellers are
used, but so far they have been confined to coasters, harbour
launches, fishing vessels, and tugs. Last year, however, the
Johnson Line, of Stockholm, decided to order a large, fast
cargo motor-liner to be fitted with the Kamewa type of
variable-pitch propeller.
The new vessel, which is being built in the Lindholmen
j-ard at Gothenburg, is of about 7,400 tons gross. Two
Gôtaverken engines of 3,500 b.h.p. are to be installed, and
the service speed will be over 16 knots. The engines run at
constant speed for all manoeuvres. Movement of the blades
for reversal or for variation of pitch is effected by an oil-
operated servo motor regulated from the bridge. The
mechanism is fixed within the hub of the propeller, and
this feature is claimed to represent one of the main
advantages.
It remains to be seen whether the undoubted advantage
of the variable-pitch propeller for many classes of relatively
small ships will be repeated in a large ocean-going vessel
maintaining constant speed for days on end. The pitch of
the propeller can be set to give maximum propulsive effi-
ciency under all conditions of loading and weather, and
cylinder liner wear in the engines should be reduced, since
only one starting operation is needed, no matter how many
manoeuvres have to be carried out. The most commonly
accepted theory concerning liner wear is that it is largely
dependent upon the number of starts which the engine has
to make and not so much upon continuous service at con-
stant loading. As the engines need no reversing mechanism,
SAVING CRITICAL MATERIALS IN GUN MANUFACTURE
(The finished anti-aircraft-gun part held by a worker in the
Pontiac Plant of General Motors weighs 6 lb. Formerly it was
machined from a 56-lb. solid steel forging, which resulted in
the 50 lb. scrap shown in the left foreground. Pontiac engineers
replaced the forging with a 14-lb. piece of steel tubing, welded
to a forged base. Now only 8 lb. of scrap, shown in the small
pile at the right, need be machined away to produce the
finished part.)
their design, construction, and upkeep are simplified, and,
generally speaking, the work of the engineers should be
eased by the use of the system.
WELDING IN SHIPBUILDING
From The Engineer, (London, Eng.), April 9, 1943
Probably to most people the very wide use of welding
in shipbuilding under the present programme of an emer-
gency ship construction is the most arresting feature of what
is now being done in American shipyards. Upon this subject
the 1941 report to Congress made by the U.S. Maritime
Commission may properly be cited here: "The most im-
portant development in speeding up ship construction has
been the replacement of the riveter by the welder. The use
of welding affects many sides of shipbuilding activity. In
the first place, welders can be trained far more rapidly and
can perform their task without assistants. This is of par-
ticular importance in the present era of tremendous expan-
sion of shipbuilding activity, in which the dilution of ship-
building skill is of vital importance. In the second place,
the time consumed by each vessel on a launching way is
greatly curtailed under modern conditions by the use of
welding, which permits the assembling and welding of large
sections of the ship in the various shops before being fitted
to the frame of the vessel. In the third place, from the
point of view of economy in operation, the all-welded ship
permits of a saving in steel due to the absence of overlapping
plates, thus increasing the cargo-carrying capacity of the
vessel." Back in 1940 Rear-Admiral Howard L. Vickery,
U.S.N., vice-chairman of the U.S. Maritime Commission,
made this announcement regarding the adoption of welding
by many of the shipyards then engaged in building vessels
for the commission under that organization's peacetime,
long-range programme: "This method of joining the plates
and shapes that enter into the hull structure is rapidly re-
placing riveting. Increased joint efficiencies, with the same
scantling or dimensions of plates or bars, ensure a stronger
vessel."
The substitution of welding for the older practice of rivet-
ing not only affects the ship structure, but it also has its
influence on the shipyards themselves. Regarding this phase
of the matter, we have the authoritative statement of
H. Gerrish Smith, for years a member of the Construction
Corps of the United States Navy. Mr. Smith has said:
"The new technique of welding in shipbuilding has influ-
THE ENGINEERING JOURNAL June, 1943
351
enced the character of new shipyard lay-outs (those espe-
cially created for the building of 'Liberty' ships). The most
effective and expeditious welding is what is known as 'down
welding,' eliminating wherever practicable overhead welding
work. Down welding permits sub-assembly and welding of
large sections on the ground (not on the ways). This necessi-
tates large assembly areas, which have been provided in
new shipyard lay-out. This, in turn, necessitates cranes of
large lifting capacity to hoist the assembled pieces into
place on the ships (while on the ways). This permits the
performance of a much greater percentage of the work on the
ground, and reduces the number of men required on board
ship in congested spaces. All this helps speed construction."
"The advantages of sub-assembly have long been well
known. But previously they have not been available to us
in general because of the very limited capacities of the
cranes in the older shipyards. With the great number of
these cranes of large lifting capacity which will be available
after the war, it is certain that sub-assembly in the ship-
building industry will continue as an established practice.
Building ships in quantity is a shipbuilders' dream, which
has never become true in the peacetime of the past. For,
except in times of emergency, like the present, large num-
bers of ships of the same design are not required by a
single operator."
Undoubtedly, much of the work now being done in
American shipyards represents a sharp break away from
the older traditions of the industry, but this was called
for by the emergency. Standardization of design has been
of fundamental importance in shortening time of construc-
tion and in contributing towards economy of effort in many
directions. Work on the entire undertaking can now go
forward systematically, not alone in the building of the
ships, per se, but in the manufacture of their propelling
engines and their auxiliaries, as well as in turning out all
other necessary equipment. As has been said: "Thousands
of workers can now build a dozen ships at once, instead of a
few hundred men being concentrated on a single hull. Intelli-
gent planning of work and the handling of men and materials
in an efficient and time-saving manner are enabling
America to multiply her ship production output steadily."
It should be evident that production in American ship-
yards is still in a stage of expansion, and for that reason
most figures and some of the facts will change from month
to month during 1943, and for the better. Whether or not
this should promote further astonishment, it should at least
give comfort to all the peoples of the United Nations. How
the records made have been achieved has thus recently
been explained by Admiral Land: "Several factors have
made possible the production records of American ship-
yards. Most important is the close co-operation between
labour and management, and their willingness not only to
adopt new methods and ideas, but also to pledge themselves
to eliminate work slowdowns or stoppages. The morale in
most of our shipyards has been excellent and has an im-
portant part in obtaining great production. Other contribu-
tory items to the great records are : extensive préfabrication
or the building of large sections of a ship before they are
carried to the shipways, adaptation of assembly line meth-
ods, supported by a flow of materials procured through
central purchasing; increased use of welding instead of rivet-
ing, which results in conserving man-power, faster construc-
tion, a saving in steel, and a stronger ship structure; stand-
ardization of design and no changes.
"Americans can be proud of the more than half million
men and women employed in building craft for the Merchant
Marine. In addition, there are approximately a million
working in factories throughout the country, producing
parts, materials, and supplies for ships."
The Maritime Commission has shipyards in twenty-four
States on the Atlantic, Pacific, and Gulf coasts, as well as
on the Great Lakes; and more than 1,200 factories in
thirty-two States are producing material for ships building
in thirty-three shipyards.
AN ENGINEERS' PEACE
Robert Summers Stockton, m.e.i.c.
Retired superintendent operation and maintenance, Western Section
Irrigation System, Canadian Pacific Railway Company,
Department of Natural Resources
Engineers are urged to take an interest in civic duties
outside their professional responsibilities.
The world needs the analytical and scientific approach
to the problems of war and peace, so that useful facts may
be accumulated and reasonable and impartial solutions ar-
rived at. There follows the urgent need, in democratic coun-
tries, for the spreading far and wide of sound economic
principles, in order to head off the alluring but impracticable
promises of demagogues or idealists. In the world war now
in progress, when unconditional surrender has been forced
on the Axis Powers, and subjugated countries liberated,
there will remain many important details and adjustments
to be attended to.
The most practical way to carry on would be simply to
continue the present co-operation of the Allied Nations with
the responsibility for the enforcement of proper decisions
resting with the armed forces of these nations.
As pointed out by ex-president Herbert Hoover, no at-
tempts should be made for final settlements, until all the
facts are collected and studied. An engineer does not start
work until surveys have been made and plans prepared.
Political problems can not be properly solved without first
compiling all the known and observable facts and then de-
ducing a solution of the problem.
It is probable that the Allied Nations will eventually
perfect some definite organization on the form of a council
of nations, backed up by sufficient force to insure prompt
attention to necessary regulations and decisions. Peace can
be guaranteed by overwhelming power, but not by balance
of power nor appeasement.
The Allied Nations therefore should maintain their
armies, navies and air power on a sufficiently generous scale
to insure peace and enforce the conditions that are agreed
upon as right and necessary. Only the future can determine
whether it will ever be safe to disarm, except for an inter-
national police force. General disarmament is a goal to
be worked for, but we cannot expect it to materialize for
many years. In the meantime each country should maintain
its natural defences and bases for its army, navy and air-
force, organized for defence and not for aggression.
The Allied Nations should begin by arraigning for trial
those persons who have been guilty of unnecessary cruelty.
They should be punished promptly and without much
mercy so that as far as possible justice shall have been
rendered for the thousands murdered and starved by the
Axis Powers. Further, all the property and valuables taken
by the Axis Powers should be as far as possible restored to
the original owners or to the country of origin.
The Axis Powers of course should be completely disarmed
and then given an opportunity to organize an honest re-
sponsible government, with the expectation that they would
eventually qualify for full co-operation with the family of
nations.
We think that the peace should provide for the freedom
of the seas and the freedom of the air over the seas. Each
sovereign country should then determine just which airports
and cross country air lines could be used by other nations
and under what conditions. These rights plus the adoption
of reasonably low tariffs by the nations of the world should
encourage international trade and travel with accompany-
ing prosperity and natural understanding.
To ensure a peaceful world all peoples must strive for
governments whose honour may not be impugned, who
keep their engagements and whose actions are honest and
straightforward and hence deserving support.
Peace would be promoted by a policy that recognizes the
right to peoples heretofore included in colonial empires or
possessions to organize their own governments wherever
they have evolved to a point where stable government seems
352
June, 1943 THE ENGINEERING JOURNAL
feasible. In the meantime, civil rights and liberties should
be protected and education and progress encouraged. The
aid of the more advanced nations is needed to help develop
more backward peoples. There are naturally many small
units that cannot properly maintain an independent organ-
ization and should be attached to some larger power. There
are in fact all gradations from savage tribes to people ready
for nationhood.
History shows that it is to the advantage of small nations
or units of population to bury their differences and preju-
dices and unite with others to form large political units,
where this can be done without undue loss of local auton-
omy. Such action would increase their military and eco-
nomic strength. The outstanding example is presented by
the U.S.S.R. with its multiplicity of nationalities and
languages, the units of which are now all united in the fight
for their country.
All the nations of the Western Hemisphere will be called
upon to help feed and rehabilitate the unhappy peoples of
Europe and Asia. This should be carried out in a reasonable
and business-like manner, remembering that we are not re-
sponsible for existing conditions, although anxious to help
within our means and where it will be appreciated.
Immigration to Canada should be carefully controlled
with emphasis of quality rather than quantity.
The English speaking countries have demonstrated the
soundness of their system of free enterprise, which, coupled
with our ample natural resources, have produced such a
high standard of living. It is essential to preserve this system
which provides for the ownership of property and a reward
for industry, ability, honesty and thrift in proportion to
the exercise of these qualities by the individual or business.
Under this system, government should not be expected
to do those things that can be done by private enterprise.
But it should be strong enough and impartial enough to
regulate organized business, labour and finances so that
there will be, as nearly as practicable, a fair division of the
wealth produced. Farmers, labour business and accumulated
capital should all receive their just and proper share.
Organized business should be prevented from securing
monopolies, or making exorbitant profits at the expense of
labour or failing to provide for the health and safety of
employees.
Organized labour should be prevented from pushing wages
to a point where farmers are greatly underpaid and the
earnings of capital so reduced that enterprise falters and
declines, for this is a direct cause of unemployment and
business depression. Farther, organized labour should re-
linquish those rules which lower efficiency and those which
prevent non-union men from working. This means that
make-work rules, picketing, the closed shop and the check
off system should be abolished. Unions should be made
financially responsible under the same rules as apply to
corporations. When, owing to world conditions, farmers are
forced to sell for less than parity prices, wages, profits and
interest rates should be reduced to keep the system in
balance. In the past, wages were forced higher and higher
by closed unions, the manufacturer passed the increased
cost on to the public. The farmers with less money could
buy less and less, higher labour costs discouraged building
and construction and the vicious circle continued with un-
employment widespread. The increased costs of public and
private work benefitted only a very small part of the popu-
lation ; the war effort has removed this lack of employment
but a huge public debt is being created and excessive
taxation is necessary.
When the war is ended, the problems of rehabilitation
will be difficult enough under any circumstances but will
be doubly so if we fail to adopt a sound and fair economic
and financial system. To remedy the defects in our system
of government we do not need socialism or any change in
fundamentals but simply such reforms as will correct the
faults discovered.
ALCOHOL-GASOLINE BLEND TESTS
REPORTED
Alcohol-gasoline blends containing not more than 20 per
cent anhydrous ethyl alcohol are satisfactory fuels for
modern motor vehicle engines, on the basis of both fuel
mileage and accelerating ability.
This was one of the conclusions reached by R. G.
Paustian, Research Assistant Professor of Civil Engineer-
ing, Iowa State College, upon completion of a comprehensive
series of tests designed to measure the mileage and perform-
ance characteristics of alcohol-gasoline blends. The results
of these tests are reported in Bulletin No. 158 of the Iowa
Engineering Experiment Station, "Road Tests of Automo-
biles Using Alcohol-Gasoline Fuels."
Extensive road tests were conducted with two completely-
equipped test cars, which were driven a combined total of
more than 23,000 miles. Blended fuels were used in one
car and regular gasoline in the other, while operating both
cars simultaneously over a 232-mile concrete test route in
central Iowa. Simultaneous operation of the test cars elimi-
nated, as far as possible, the effects of wind, temperature
and other variable factors. Laboratory tests with small
single-cylinder engines supplemented the road tests.
The bulletin reports in detail the performance of alcohol-
gasoline blends with respect to fuel mileage, accelerating
ability, anti-knock properties and oil consumption, as deter-
mined by the road tests. The results of the single-cylinder
engine laboratory tests, which were designed to measure
crankcase-oil dilution and sludging, corrosion of metals, and
carbon formation, are reported.
Single copies of this 56-page bulletin may be obtained
without charge from the Iowa Engineering Experiment
Station, Iowa State College, Ames, Iowa.
PINE PLASTIC
Resin and Vegetable Fibres in Newly Announced Material
From Scientific American, February, 1943
A new plastic composition, which can replace steel or
other metals in many uses, has been developed from vege-
table fibres and a resin from Southern pine trees, according
to G. R. Stark, vice-president of The Patent and Licensing
Corporation. Mr. Stark said that the resin is made only
by Hercules Powder Company from the wood of the South-
ern pine in its naval stores plants in Georgia and Mississippi,
and is now available without priorities.
Announcement of the new plastic followed within three
months the announcement by Hercules chemists of another
plastic, soft ethyl cellulose, found suitable to replace rubber
in many articles.
Lightweight but sturdy, these new compositions can be
used instead of steel or other metal for many purposes such
as structural members, pipe, wall panels, air conditioning
ducts, corrugated sheets, and so on.
To make this plastic, the resin-treated fibre is turned out
in sheets on standard paper-making machinery. These sheets
are hydraulically pressed together to make compositions
which are hard, dense, stiff, but not brittle.
RAMIE ON THE WAY
From Scientific American, February, 1943
Textile development, urged on by war requirements, is
bringing forward ramie, formerly obtained almost exclu-
sively from China, but now being grown in Florida. This
fibre, subjected to scientific study and experiment, is now
produced in extremely pliable form, soft, white, and silky.
As formerly processed it was durable but not sufficiently
flexible for many purposes. Although ramie fiber can be
used alone, probable applications of it in the future will
be as a blend with other fibres. For example, it is stated
that, mixed with wool, ramie gives better wearing qualities
and prevents shrinkage when the fabric is laundered or
soaked with water.
THE ENGINEERING JOURNAL June, 1943
353
From Month to Month
COMPULSORY LABOUR LEGISLATION
AND THE ENGINEER
In the representations which have been made recently at
Toronto and Ottawa relative to collective bargaining there
are definite indications that the learned and scientific profes-
sions are considered by organized labour as a part of its field
of operation. As an indication of this policy the following
quotation from the Toronto Telegram of March 29th, 1943,
is submitted. "The labour officials served notice that they
could not agree with the clause to exclude from collective
bargaining rights such important groups of workers as
civic employees, employees of commissions and those of
the learned professions."
It is not necessary to take sides on the issue of collective
bargaining in order to declare one's belief that a profession
should not be controlled by any persons who themselves
are not members of the profession. No one would consider
handing over to the engineers the control of employment
and working conditions for doctors, dentists, chemists,
architects and so on. It would be at least equally inconsistent
to hand over to trade unions the control of these conditions
for any or all of the professions in Canada.
In the negotiations for collective bargaining legislation in
Ontario, trades union officials expressed themselves defin-
itely as objecting to the exclusion of the professions from
the proposals, and at one advanced stage in the preparation
of the legislation, sufficient pressure was applied that the
clause excluding the professions was withdrawn from the
bill. Only the sudden application of similar pressure from
the professional groups caused the exclusion clause to be
re-inserted.
Profiting by the Ontario experience, a group of repre-
sentatives of the professions of engineering, architecture and
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
From left to right : M. Barry Watson, Dr. Léon Lortie, W. P.
Dobson, F. J. Ilambly, A. D. Ross, L. Austin Wright, G. MacL.
Pitts
chemistry met in Montreal at Institute Headquarters to
discuss the advisability or necessity of making representa-
tions to the National War Labour Board at Ottawa, to
which body recommendations for national collective bar-
gaining had already been made by organized labour.
The discussion led to a brief being prepared and an
appointment with the Board for May 26th. The delegation
presenting this brief represented the Canadian Institute of
Chemistry, the Royal Architectural Institute of Canada,
the Canadian Institute of Mining and. Metallurgy, the
Dominion Council of Professional Engineers, the Association
of Professional Engineers of Ontario, the Corporation of
Professional Engineers of Quebec and The Engineering
Institute of Canada. The Board, made up of Mr. Justice
McTague, chairman, and Messrs. J. L. Cohen and Léon
Lalande, gave the delegation an excellent hearing. The brief
follows :
"National War Labour Board, Ottawa, Ontario.
"Gentlemen:
"Officers of the undersigned Dominion-wide profes-
sional organizations, whose combined membership totals
over 15,000, have followed with interest the sittings of
the National War Labour Board and the submissions
which have been presented by representatives of employ-
ers and organized labour bearing on labour relations
throughout Canada.
"It has been noted that the field of the professional
man, although a large and important section of all em-
ployment in Canada, has not yet been brought to your
attention. Therefore, the committee representing this
group is pleased to have this opportunity to place before
you the professional point of view.
"Since most engineers, chemists and architects are em-
ployees and at the same time are recognized as members
of learned professions, they feel that they may be inad-
vertently involved in disadvantageous employer-em-
ployee relationships and in compulsory collective bar-
gaining legislation. In fact, labour representatives in their
recent presentations to the Ontario Legislature and before
your Board have, by implication, indicated that the
learned and scientific professions would be included in
such legislation.
"The national organizations represented by this committee
are unanimously and unalterably opposed to the forcible
inclusion of professional men in any compulsory collective
bargaining legislation.
"An important fact which we would emphasize is that
these professions are already controlled by provincial
legislation which has been enacted for that purpose.
"Similar conditions exist in the United States and, in
the case of the Shell Development Company and the
International Federation of Architects, Engineers, Chem-
ists and Technicians, the National Labour Relations
Board of the United States ruled that architects, engineers
and chemists cannot be forced into a heterogeneous bar-
gaining unit sought by a labour union in its negotiations
with an employer unless a majority of the professional
employees, through a vote confined to the professional
group, express their desire to be included. (Case No.
R-3245.)
"The committee respectfully requests that these rep-
resentations be favourably considered by the members
of your Board or other government bodies when recom-
mending or preparing labour legislation. The committee
will be pleased to submit any additional information that
may be desired, or to assist in any other way that the
Board may wish."
Respectfully submitted,
Canadian Institute of Chemistry:
Léon Lortie, President
F. J. Hambly, Chairman, Legislation Committee
Canadian Institute of Mining and Metallurgy:
R. A. Bryce, President
The Engineering Institute of Canada :
K. M. Cameron, President
354
June, 1943 THE ENGINEERING JOURNAL
Royal Architectural Institute of Canada:
Gordon MacL. Pitts, President
Dominion Council of Professional Engineers:
W. P. Dobson, President
M. Barry Watson, Secretary.
Corporation of Professional Engineers of Canada:
A. D. Ross, Secretary.
JOINT MEETING
Arrangements have just been completed for a joint meet-
ing this fall with The American Society of Mechanical
Engineers to be held at Toronto on September 30th and
October 1st. The programme details have not been deter-
mined, but it has been agreed that all papers and discussions
will relate to phases of war production and will be divided
between members of both societies.
It is expected that in the next number of the Journal
the programme can be given in detail. In the meantime
it is recommended that members make some note of the
dates so that personal plans can be built around them.
ENGINEERS ARE NOT ADMINISTRATORS
So says a weekly publication in Toronto ! It is difficult to
imagine these days how any person who has access to the
pages of a modern publication would know so little about
modern administration.
The following letter was written by the general secretary
in the hope that the editor of the erring publication might
care to correct the misstatement, but after two months of
waiting no correction has appeared. Hence the letter is
published herewith for the attention of our members.
The Editor, March 31st, 1943.
"Saturday Night," Toronto, Ontario.
Dear Sir:
Engineers, as well as other readers of your paper, must
have been startled by the statement contained in your issue
of February 6th, that "Not often is a topflight engineer a
good administrator." This appeared in a biographical article
about Mr. Henry Borden. The remark itself was made as
a complimentary aside in referring to the Honourable
C. D. Howe.
The author of this article, Corolyn Cox, must be pretty
well out of touch with administrators, because anyone with
even a reading acquaintanceship with the heads of industry
to-day would realize that there are more administrators in
the engineering profession than in any other single profes-
sional or business group. My object in drawing your atten-
tion to it is that I believe, in justice to the engineer, you
should examine the Cox statement, and if you find it to
be incorrect, do something about it.
For instance, does Corolyn Cox realize that the adminis-
trative heads of the Canadian army are practically all engi-
neers ? Let's start with Lieut.-Gen. A. G. L. McNaughton,
chief of the First Canadian Army; then we have Lieut.-Gen.
K. Stuart, Chief of General Staff; Lieut.-Gen. H. F. G.
Letson, Adjutant General, and Major General J. P. Mac-
Kenzie, Quartermaster General.
Imagine the surprise of the following companies and
businesses to find out that engineers are not good adminis-
trators— The Royal Bank of Canada, of which Sir Herbert
Holt was for so many years the chief administrator; the
Banque Canadienne Nationale, where Beaudry Leman is
now president; the Northern Electric Company, with its
president, Paul Sise; Consolidated Mining & Smelting Co.,
where S. G. Blaylock is president; Research Enterprises,
(Col. W. E. Phillips, president); Otis-Fensom Elevator Co.,
(W. D. Black, president); Bathurst Power & Paper Co.,
(R. L. Weldon, president); Consolidated Paper Co., (L. J.
Belnap, president); Shawinigan Water & Power Co., (for
years administered by the late Julian C. Smith); Montreal
Light, Heat & Power Cons., (R. C. A. Henry, vice-presi-
dent); the National Research Council, (C. J. Mackenzie,
acting president): The Hydro Electric Power Commission
of Ontario, (T. H. Hogg, chairman); Anglo Canadian Pulp
and Paper Mills, (E. M. Little, general manager, and ex-
director of National Selective Service).
In the United States, we think immediately of such engi-
neers as Donald Nelson, W. L. Batt, Herbert Hoover, and
so on. The lists would be inexhaustible if we had time to
really go into it, but those few names should refute the
insinuations of your contributor.
Outside of the political field, engineers will continue to
be the chief administrators in most countries of the world.
Industrial development is dependent upon them, and it is
natural that, in the future, more and more enterprises will
be managed by them, as opportunities are developed.
Yours sincerely,
L. AUSTIN WEIGHT,
General Secretary.
COMMITTEE ON ENGINEERING FEATURES
OF CIVIL DEFENCE
There has been issued to all members of this committee
and to the chairmen of branches which have not yet set
up branch committees, information supplied by Chairman
W. P. Brereton of the Winnipeg Branch Committee relative
to the organization for Manitoba of a Committee for Civil
Defence, and the relationship of the Winnipeg Branch Com-
mittee and of the 10th (R) District Engineers, R.C.E. to
this organization, and relative to instructions and training
given to this Reserve Army Engineer Unit in connection
with public utilities in the event of their being damaged
by enemy action.
There has been issued to the same addressees copies of
eight lectures prepared by Lieut. Col. T. G. Tyrer, chairman
of the Saskatchewan Branch Committee, at the request of
the Saskatchewan Provincial Defence Committee, relative
to aerial bombing and its effects, and supplied to this com-
mittee by Col. Tyrer as information.
The Canadian Engineering Standards Association has
issued CESA/ARP No. 505, Specification for Blackout
Requirements for Highway Movements, and Secretary
McCaffrey has very kindly supplied this committee with a
copy. All members of this committee have been notified of
the existence of this specification.
Mr. Pitts' Sub-Committee dealing with the protection
of buildings and the personnel and equipment in them has
noted that the Office of Civilian Defence (U.S.) recommends,
relative to domestic gas at the time of an air raid, that the
gas be not shut off, and that the A.R.P. (Canada) recom-
mendation is that the gas be shut off from the building. At
the request of this sub-committee the matter is now under
correspondence between the main committee and Dr.
Manion with a view to clarifying the situation.
President Cameron has been advised verbally by the Hon.
C. D. Howe that the matters referred to in the joint sub-
mission of the E.I.C., R.A.I. C. and C.C.A. to the Prime
Minister last November have again been called definitely
to the attention of the War Committee of the Cabinet.
WARTIME TRAFFIC ADJUSTMENT
Anyone who has tried recently to travel by rail or bus
over a weekend will realize the wisdom of the arrangement
proposed in the following letter. It should be an easy matter
for employers to arrange vacation schedules in such a way
that employees may avoid the devastating congestion that
now prevails from Friday night to Monday night.
The letter is presented herewith on instruction of Council :
Wartime Industries Control Board
Ottawa, Canada,
The Engineering Institute of Canada, May 4, 1943.
2050 Mansfield Street, Montreal, Que.
Dear Sirs:
On May 27, 1942, a circular letter was issued to employers
of labour, including Insurance Companies, Banks, Depart-
THE ENGINEERING JOURNAL June, 1943
355
mental Stores, etc., in which an earnest request was made
that in order to prevent congestion of common carrier
facilities (bus, rail and water) and to ensure a maximum
available supply of equipment for essential travel, that direc-
tions be issued that annual leaves or vacations should be
scheduled to start on Tuesdays, Wednesdays or Thursdays
and to terminate so that returning travel would occur on
Tuesdays, Wednesdays or Thursdays of each week.
It was our further suggestion that leaves or vacations
be scheduled throughout the twelve months of the year,
taking into consideration, of course, special cases where
vacations during the winter would be a hardship. This sug-
gestion should prevent concentration of vacation leaves
during the months of July and August.
It is our desire to go further this year and request you
to arrange your holiday leaves in accordance with the above
request and we trust you will co-operate by so doing.
It would be much appreciated if you would communicate
promptly with your Branches or Member Organizations,
if any, in support of this programme.
Undoubtedly Canadian business firms are anxious and
willing to assist the carriers so that motive power and equip-
ment can be effectively utilized to carry needed war sup-
plies to the various battlefronts, and to enable the troops
and the army personnel to be carried on both duty and
leave. We trust, therefore, that we will have your active
co-operation in carrying out this request.
Yours truly,
G. S. Gray,
Transit Controller,
Toronto.
T. C. Lockwood,
Transport Controller,
Montreal.
WASHINGTON LETTER
Last month's letter dealt in a general way with a recent
visit to Australia and intimated that our notes on Australian
war industries would be put in shape and permission sought
to publish them in the Journal. It now appears that these
notes will run to a greater length than the space alloted to
the Washington Letters and, furthermore, permission for
their publication has not yet come to hand. Therefore, in a
recent conversation which I had with the secretary, it was
decided to hold these notes in abeyance in the hope that
it may be possible for them to appear in extenso in the very
near future.
One of the interesting items on my programme during
the last month was a trip to Montreal to attend a meeting
of American, British and Canadian authorities. The purpose
of the meeting was to discuss ways and means of collecting
and disseminating the latest improvements in war produc-
tion techniques and the latest measures of conservation and
substitution. The conference was held under the direction
of Mr. G B. Stenning, Chairman of the Conservation Com-
mittee of the Department of Munitions and Supply. On the
British side, the main production branches of the Depart-
ment of Munitions and Supply and the Material Controllers
were represented. The British and Canadian Admiralty, the
Inspection Board of the United Kingdom and Canada, the
Australian Government and the War Industries Control
Board were also represented. On the American side, there
were three representatives from the U.S. Army, two from
the U.S. Navy, one from the Maritime Commission and
two from the War Production Board. Mr. Hilton Wilby,
the Canadian representative on the Conservation Division
of the War Production Board, made arrangements at the
Washington end and the meetings were held under the
joint chairmanship of Mr. Stenning and Col. Butterworth,
who is attached to the United States Headquarters Service,
as Chief of the Conservation Branch of the Resources and
Production Division. The Executive Director of the United
States section of the Joint U.S.-Canadian War Production
Committee also attended the meetings.
One of the first items on the agenda was a visit to the
Conservation Exhibition, which was prepared under the
direction of Mr. Stenning's Committee. This exhibition sets
out actual examples from Canadian war plants of improve-
ments in manufacturing technique, substitutions of less
critical materials and alterations in design. Each exhibit
has a history card explaining the alteration in technique
or material and the resultant saving in both material and
man-hours. The dollar savings on the items included in the
exhibition amounted to over $150,000,000 a year. This ex-
hibition was tangible evidence of the pooling of all the ideas
and advances made by Canadian manufacturers.
There are similar types of exhibits now on display in
several of the Government Agencies in Washington but
they do not cover the whole range of war production nor
are they subject to the coordination of a National Com-
mittee, as is the Canadian case. Inclusion in the exhibit of
the case history giving savings of material, man-hours and
dollars is also unique to the Canadian exhibition. The Ca-
nadian Committee has gone even farther and has prepared
cards on which the significant information of each particular
saving or operation is recorded. One of the main items
which came under discussion during the actual meetings
was the form of these cards, the most appropriate method
for their distribution, the manner in which they should be
issued and the question of keeping them up to date. Some
thought was also given to the preparation of similar cards
by the various American authorities.
It was also suggested by several of the U.S. members
that consideration be given to the possibility of bringing
the Canadian Conservation Exhibit to Washington. It was
not possible to see whether this suggestion would be feasible
or not but it does tend to highlight the general fact of
Canadian leadership in this as well as in so many other
wartime endeavours.
After the general discussion, the meeting broke up into
small sub-committees for more detailed discussions. The
two-day conference also included a lunch tendered by the
Manufacturers Association and arrangements were made
for representatives to visit a number of the war plants in
and around Montreal.
Production in the United States is at present going
through an interesting phase of adjustment in which the
tendency appears to be a reversion of production capacity
from war to civilian purposes. A superficial view might be
disquietening but the actual facts behind this phenomenon
are encouraging rather than discouraging. In the first place,
it looks as though, in certain phases of our war requirements
at least, we are not going to need quite as much as was
originally estimated. Another factor is that war plants have
gone into production faster than was expected and that
they are exceeding the original production estimates. The
third factor is probably to be found in the recent report of
the Office of War Information survey of over (50,000 small
plants. A drive has been in progress for some time to bring
small plants into the war production picture and the O.W.I,
survey indicates a rise of about 20 per cent in the production
of small plants — a small plant being defined as one of not
more than 135 wage earners. A further contributing factor
seems to be a belief that previous war production plans
would have eventually eaten into the civilian supply pro-
gramme to a dangerous extent and it is important that an
adjustment of any such tendency should be undertaken as
early as possible. The new Facilities Review Committee of
the War Production Board will assist in administering the
recently announced cut-back of munition plant projects
and the obvious intention to strengthen the hand of the
Office of Civilian Supply is another important factor in this
adjustment. It may well be also that labour and man power
problems will be involved to a considerable extent.
Another trend in the direction of events is contained in
the recent statement of Gen. Somervell, Chief of the Army
Services of Supply, to the effect that the battle of production
is passed and that we are now engaged in the battle of dis-
356
June, 1913 THE ENGINEERING JOURNAL
tribution. The basis for this fact, of course, is the shipping
position and the startling figures which have recently been
quoted regarding the amount of shipping involved in a
major military operation, such as the landing of the North
African expedition in which it is estimated that between
seven to ten tons of equipment are required for each member
of an expeditionary force and that three to eight tons a
month must follow each man, depending on the locale and
conditions of combat. In this regard the success of the ship-
building programme in 1942 and the fact that the American
programme confidently aims at more than double the 1942
record are very encouraging, as is also the fact that some
significant advances in the technique of anti-submarine war-
fare appear to be implicit in the remarks which Mr. Churchill
made on the subject in his recent speech to Congress.
There are many other items of interest round Washington
these days but it is too early to be able to say anything
about them. There is a very important Food Conference at
present under way at Hot Springs; tax, labour and trade
legislation measures of considerable importance are occupy-
ing the government; the gas drought on the eastern coast
holds interesting implications; most important of all, of
course, is the Churchill-Roosevelt conference now under
way. The "procession" from the White House to the Capitol
on the occasion of Mr. Churchill's address was a matter of
considerable interest but all it would be wise to say at this
time would be to note the favourable remarks made re-
garding the charming appearance of the Duchess of
Windsor! „ „ T
E. R. Jacobsen, m.e.i.c.
NATIONAL CONSTRUCTION COUNCIL MEETS
Following is a report prepared by the Institute's repre-
sentative on the National Construction Council, D. C.
Tennant, m.e.i.c, Engineer, Ontario Division, Dominion
Bridge Co. Ltd., Toronto.
The Challenge
The continued successes of the Allied Nations in the war,
recently, have resulted in a challenge to those at home in
Canada to think more definitely and act more promptly
regarding the problems that will have to be faced here when
peace is declared. This challenge was very evident in the
attitude of the various members of the National Construc-
tion Council at its recent annual meeting in Toronto on
May 27th.
The Council and its Scope
The National Construction Council consists of represent-
atives from constituent bodies such as The Canadian
Construction Association, The Royal Architectural Institute
of Canada, The Trades and Labour Congress of Canada,
The Canadian Manufacturers Association, The Canadian
Paint Oil and Varnish Association, The Engineering In-
stitute of Canada, and several other national bodies. The
presidents of these various organizations are ex-officio
members of the National Construction Council and, more-
over, each organization has another separate representative
who may continue in office from year to year. The Council
also includes Col. James H. Craig, r.a.i.c, who is on Active
Service in Great Britain and makes it a point to keep in
touch with the British Building Industries Council. Thus
the scope of the Council is very broad. It is appointed by
engineers, architects and industry and there is no body
that should be better fitted to give constructive leadership
in the solving of post-war problems affecting the building
trades. Mr. A. S. Mathers, r.a.i.c, was re-elected president
by the meeting, Mr. J. W. Gooch, c.c.a., Toronto, as first
vice-president, and Mr. Ernest Ingles, Trades and Labour
Congress of Canada, London, second vice-president with
Mr. L. L. Anthes, cm. a., Toronto, as honorary treasurer.
Dr. James' Committee
Mr. K. M. Cameron, chief engineer of the Department of
Public Works of Canada, and president of The Engi-
neering Institute of Canada, was present at the meeting and
addressed the luncheon. Mr. Cameron is one of the members
of the Advisory Committee on Post-War Reconstruction
under the chairmanship of Dr. Cyril James, principal of
McGill University, Montreal. Mr. Cameron pointed out in
his address that the word reconstruction as applied to Dr.
James' Committee might be a little misleading because,
while it is true that, in Europe, devastation due to the war
was so general that a great deal of reconstruction would be
necessary, yet, in Canada, in so far as industry was con-
cerned, there might after the war be more factories than
were really necessary and the problem would be to convert
the war factories to peace time uses or to re-convert them
to the peace time industries they housed before the war
began. This problem, he said, was being considered by the
Department of Munitions and Supply at Ottawa. He men-
tioned also the problem of rehabilitation of returned men
and of war workers which is being considered by the Depart-
ment of Pensions and National Health. He said that under
the James' Committee there were six sub-committees as
follows :
1. Agriculture and land settlement.
2. Development of natural resources including tourist
traffic.
3. Employment opportunities.
4. Construction projects.
5. Housing and community planning.
6. Problems of special interest to women.
Mr. Cameron is chairman of the sub-committee on con-
struction projects. This committee has already reported to
the James' Committee and its report has been sent on to
the Government. The contents of the report are not yet
available to the public. Mr. Cameron made it clear that the
James' Committee looks to industry to suggest actual plans
for post-war adaptations applicable to each locality and
industry.
Plans of Council
Mr. Mathers in his address to the Council pointed out
that booms and depressions had always been marked by
rise and fall in employment and we had come to look on
construction activity as being subject to such causes. He
suggested that possibly the rises and falls in the construction
industry may be the causes rather than the effect of these
booms and depressions because the results of healthy con-
struction activity are very far reaching. He advanced three
general suggestions as essentials of good planning.
1. The adequate supply of properly trained technical
men and tradesmen for the execution of building
projects.
2. The promotion of construction from without the in-
dustry as well as from within including housing
projects, transportation and power projects and the
development in the Alaskan Highway region.
3. Proper financing dependent in the long run on the
maintaining of sufficient employment.
The plans of the National Construction Council are
crystallizing in three directions:
1. The re-appointing of regional committees in various
centres throughout Canada with a view to having these
committees canvass as accurately as possible the construc-
tion projects, either private or governmental, that are likely
to go forward in the post-war period in their own locality.
No comprehensive list of such projects for Canada has yet
been completed although the Royal Architectural Institute
of Canada has made a beginning.
2. The making of suitable representation to the Do-
minion Government suggesting the revival of the Home
Improvement Act and Housing Plans for the larger centres
THE ENGINEERING JOURNAL June, 1943
357
and also for rural areas. Consideration was given parti-
cularly to the housing plan that has been carried out suc-
cessfully in Boston. The Council deemed it advisable that
Wartime Housing Limited, a Government company that
has already built many necessary and more or less tempor-
ary homes for war workers, should not operate after peace
is declared, but should be replaced as soon as possible by
private construction but with very strict governmental
control for speculative building.
3. As a means of arousing an increasing interest in post-
war construction and problems, the National Construction
Council has in mind the carrying out of an educational tour
throughout the various centres in Canada perhaps sometime
this fall. Just when this can take place will depend to quite
a large extent on the activities of the regional committees
in the various districts.
Apprenticeship
The Ontario Apprenticeship Act was very strongly com-
mended by Mr. Ingles who pointed out that skilled artisans
are absolutely necessary in the construction trades and that
apprenticeship training was the best, if not the only,
solution for securing these. The Ontario Act has been in
force quite a number of years but the activities were
handicapped in the first place by the depression of 1929 and
more recently because the supply of young men has been so
fully taken up by the present war. It was pointed out that
it was very desirable that apprenticeship training should be
encouraged in a similar way in other provinces and Mr.
Nicholls pointed out that the Canadian Construction Asso-
ciation has actively sponsored the spread of the apprentice-
ship system.
Discussion
Several points of interest came up in the discussions at
the annual meeting as for instance:
(a) The preparation of private plans for post-war pro-
jects is handicapped by the lack of available funds and
also the lack of properly trained men as so many of these
are employed in the Army, Navy or Air Force or by the
Government.
(b) The orderly marketing and disposal after the war
of material in wartime houses is important because other-
wise these houses will result in disrupting the regular
building market. Several suggestions were made; one
that they might be sold as summer cottages, another that
• they might be taken down and shipped as a gift to
devastated areas in Europe, still another that they could
be dismantled and the materials in them returned to the
regular dealers in building materials.
(c) It was felt that much of the talk regarding radical
changes in building operations and designs after the war
should be discouraged and it was mentioned that many
innovations such as pre-fabricated houses had not yet
proved themselves to be an economical proposition.
(d) Emphasis was also given to the thought that, after
the last war, many companies had acted in an exceedingly
generous way towards their employees, yet after this war,
while generous hearts might be even more in evidence
than previously, the excess profits tax on industrial com-
panies might have the effect in many instances of making
it impossible for companies to act as generously as they
would like to.
Mr. Lane, the director of Boston Housing, has been
quoted as saying in connection with post-war problems:
"The race is between education and catastrophe, and
catastrophe has at present a big lead." With such a chal-
lenge in mind the National Construction Council is pre-
pared to give leadership to the construction industry in
post-war problems and to do this effectively it will need
the full co-operation of all its constituent bodies.
REPAIR WORK IN HEAT OF BATTLE
A Further Appreciation of the Newly Formed Royal Electrical
and Mechanical Engineers Corps
The British press continues to laud the new formation
of engineers in the Imperial Army. The experiment of taking
all engineering work away from the Ordnance Corps and
assigning it to a corps established for the purpose has proved
a success. Much of the credit for the North African cam-
paign is given to the new alignment of engineering personnel.
The custom of the Canadian Army following the practices
of the Imperial Army doubtless will lead to a similar set-up
in our own forces both in Canada and overseas.
The following references to R.E.M.E. are based on ac-
counts published in England and communications sent to
the Institute. This revolutionary development seems to
justify some study by members of the profession in Canada,
both military and civil, and therefore the Journal plans to
produce similar articles from time to time, as an aid to
such study.
The application of the phrase "mechanization" to land
warfare dates from the last war, in which mechanically pro-
pelled vehicles began to supplant the horse both for trans-
port and fighting, and it is still mainly used in this sense.
In British usage, "armoured" troops are those which fight
in. and with their vehicles, as against "motorized" units
which, though borne in carriers, coaches and lorries, fight
on the ground.
But land warfare to-day is "mechanized" in a far wider
sense. Not only is transport mechanical, not only do tanks
and armoured cars play the part that cavalry once played,
but the weapons of infantry and artillery are highly finished
products of mechanical engineering, and to assist and sup-
plement them a whole range of electrical and optical instru-
ments have come into being. In Wellington's day, probably
not one soldier in five thousand had a "spy-glass" or a com-
pass, and not one in fifty or a hundred had a watch. To-day
the design and servicing of such things forms a not incon-
siderable part of army engineering. And all these refine-
ments must stand the knock-about of campaigning and
the mud and dust of battle. As the result, engineering must
now not only design and produce he weapons and instru-
ments, but "service" them as well. But what is implied by
"servicing"? First, of course, reasonable care and know-
ledge on the part of the actual users. But, with the com-
plexities of modern weapon design, the limit of regimental
resources, both in skill and in tools, is soon reached, and
the specialized engineer must take over responsibility at
the front itself if weapons and instruments are to be kept
"battle-worthy."
Even twenty or thirty years ago, this was not nearly so
much the case as it is to-day. Then, the ruling principle was
that a weapon or instrument that became unserviceable was
evacuated, like a wounded soldier, and replaced, the repairs
being carried out either in workshops in rear areas or by
arsenals and civil factories at home. Now, the workshop
has pushed forward, and its emissaries more forward still,
so that servicing has come to mean more than maintenance,
and immediate repair, rehabilitation, reconditioning — call
it what one will — has very largely superseded evacuation.
Replacement, too, has, in many cases, become a forward
activity — in other words, modern engineering has pro-
gressed so far in standardization that many comp: nents can
be carried as spares, so that it is no longer necessary to
evacuate a whole equipment in order to make good a dam-
aged part. A tank engine for instance can be taken out and
a new one bolted in in a tew hours, without going further
back than the edge of the immediate battle.
Further, quite apart from battle requirements, the
modern army depends on engineering skill for the working
of its whole system, movement in particular being condi-
tioned by it. Gone are the days when a horsed army could
pick up its replacements, as well as its food, on the country-
side. And to-day it is precisely the troops that are most fully
358
June, 1943 THE EN€INEERING JOURNAL
mechanized and most sensitive to mechanical failure, namely
the armoured divisions, that are, as often as not, the most
advanced.
For all these reasons, a new organization of army engi-
neering became necessary, and the major part played by
machines in the Libyan campaign did no more, in fact,
than focus attention on, and perhaps speed up, a process of
natural evolution.
Till the spring of 1942, the bulk of the repair work of
the material of the army, from watches and compasses to
tanks and guns, had been carried out by the Royal Army
Ordnance Corps, and had arisen out of its functions of
providing, storing and issuing almost all the army's stores,
as distinct from its "supplies," which were handled by
the R.A.S.C. (The general distinction between "stores" and
"supplies" is that the former are not consumed from day
to day; e.g., food and petrol are supplies, while split pins
and radio sets, guns and tent boards are stores.) The
R.A.O.C. was thus a dual organization of storekeeping on
the one side and engineering on the other. Further, the
Royal Engineers were responsible for the mechanical engi-
neering incidental to their work as builders of bridges, coast
batteries, barracks, docks, etc., and the R.A.S.C. serviced
and repaired its own transport vehicles. But the centre of
gravity was in the engineering branch of the R.A.O.C, and
this by force of circumstances became a "combatant"
branch in the full sense of the word. The conditions of
modern war, with its constant menace of air raids and of
deep penetrations by armoured forces made it necessary
even for back-area stores and workshops to look after their
own local defence, but apart from this, the engineering side
had become mobile and engaged in the battle itself, and
the store side — as represented by spare parts — extended to
its fringe. But the two functions became more and more
distinct, though stores and workshops in the back areas
are usually sited close to one another for obvious reasons
of convenience.
The next step followed on October 1st, 1942, when the
Corps of Royal Electrical and Mechanical Engineers
(R.E.M.E.) was created by Royal Warrant.
The duties of the Corps are defined under the Warrant as :
1. Inspection and maintenance of tanks, wheeled vehicles
— all artillery (including field, anti-aircraft and coast de-
fence) small arms and medium arms — radiolocation, fire
control and all other instruments — tunnelling equipment,
pumping sets and the installation of coast artillery
machinery.
2. Repair of all the above equipment consequent upon
ordinary wear and tear or battle casualties.
3. Investigations into defects and recommendations for
improvement.
4. Advice on prototype design from a maintenance angle.
The new Corps, or rather its nucleus, was formed by the
bodily transfer of a large percentage of the R.A.O.C. to-
gether with such elements of the R.E. and R.A.S.C. as
were concerned with the duties thus specified.
A consequent readjustment of duties as between the
R.A.S.C. and the R.A.O.C. brought some of the former into
the "Ordnance," now reorganized as a providing, store-
keeping and issuing organ.
10% of the strength of a normal division is made up of
R.E.M.E. personnel under a Commander R.E.M.E.
(C. R.E.M.E.) who is a Lieut. -Colonel. At Corps headquar-
ters, the sendee is represented by a Colonel at Army Head-
quarters by a Brigadier and at the War Office by a Major-
General.
The amazing speed of the advance by the British Eighth
Army in North Africa depended to a great extent on the
work of the newly formed Corps of Royal Electrical and
Mechanical Engineers (R.E.M.E.).
These specially picked technicians had as their most vital
tasks the repairing of British tanks on the battlefield, and
ensuring that paths were kept clear through Axis minefields
for the tanks and supply columns.
The key problem of armoured units operating so far from
their base is maintenance, and it is the duty of mobile
repair units to see that the fighting vehicles are kept in
running order and to retrieve them when they get bogged
in marshy ground, as sometimes happens a 'ter heavy rains
in North Africa.
Often the men of these mobile repair units must leave
their workshops to join in the fighting. Yet they have set
up production records of which mechanics in the British
factories from which they have been drawn would be proud.
The time required to remove a tank engine and replace it
with a new one has been reduced by two-thirds. Units
estimated to be capable of repairing three tanks a day have
repaired eleven tanks a day.
Behind these front line units are others, also mobile,
capable of carrying out major replacements and repairs at
high speeds, semi-mobile repair depots at intervals along
the lines of communication, and modern work shops equip-
ped for full-scale reconstruction of damaged tanks and
armoured vehicles.
WONDERS OF RECOVERY
In the heat of battle or in situations where it was tem-
porarily impossible to get spare parts, the men of the
R.E.M.E. have performed miracles of improvisation on the
spot with the greatest success.
On one occasion some wheeled tractors operating in a
rain-soaked swamp district became completely bogged. A
Brigadier and another officer (who has since died of wounds)
jointly worked out the solution. This was to remove the
tracks of captured German tanks and fit them to the British
wheeled tractors so that they became half-tracked vehicles
able to pull their loads under almost any conditions.
The R.E.M.E. performed wonders in recovering tanks
during battle when they did most of their work within gun
range. On one occasion a shell cut a tow rope in half — but
the tank was retrieved an hour later.
British Recovery crews working at night fought pitched
battles with Axis snipers to get possession of damaged tanks.
R.E.M.E. craftsmen went to work first with tommy guns
and hand grenades before they dropped them to take up
their tools. Mobile workshops working at incredible speed
repaired damaged Axis vehicles and had them in the service
of the British forces within a few hours.
Equally important is the work of the Minefields Task
Force of the Royal Electrical and Mechanical Engineers.
Minefields were sown everywhere by the fleeing Afrika
Korps in an effort to impede the Eighth Army's pursuit.
Sappers of the Royal Engineers had the job of clearing lanes
through these so that British armour and lorried infantry
could go on. The R.E.M.E. Minefields Task Force, kept the
lanes clear.
The Task Force was formed just before General Mont-
gomery began his assault at El Alamein, where the heavily
mined Axis positions were broken. It was foreseen that no
matter how quickly or well the Sappers cleared pathways,
some British tanks might stray into the minefields or strike
an undetected mine during the night.
A tank with tracks blown off lying across the minefield
path might hold up an advance for hours, so skilled craftsmen
of R.E.M.E. were formed into special Task Forces, given
their positions in minefields and one order "Keep the lanes
clear at any cost."
AXIS TRY GHOULISH TRICKS
The advance had barely started when calls for R.E.M.E.
assistance began to come in. Surrounded by mines and
amid a hail of Axis machine-gun and artillery fire they took
their recovery equipment to the scene of the casualty. In-
evitably men and vehicles were lost, but the lanes were kept
clear and the tanks thus recovered were in many instances
THE ENGINEERING JOURNAL June, 1943
359
repaired by R.E.M.E. experts operating immediately behind
the British guns and sent back into action in a few hours.
All the distorted ingenuity of which the Axis is capable
failed to delay the men of the Eighth Army for long. Trip
wires were tied to the bodies of British soldiers killed in
action so that when their comrades went to bury them they
were blown to bits. This ghoulish trick defeated its own
ends. In the words of one who saw it, the consequence was
to rouse a great wave of fury which the Axis will feel in
due course.
General Montgomery has said that the Eighth Army is
ready to operate on supply lines 1,500 miles long, the dis-
tance from Cairo to the Tunisian border. The R.E.M.E.
as well as other corps supplying and maintaining the British
fighting men, are playing their part in attaining this end.
CORRESPONDENCE
Engineering Education
Kingston, Ont., May 19. 1943.
The Editor, The Engineering Journal,
Montreal, Canada.
Dear Sir:
The recent article, The Training and Education of Engi-
neers, by Dr. S. D. Lash, draws attention once more to the
difficult question of engineering education. With his broad
conclusions there will probably be rather general agreement,
but about the details there will be a multitude of opinions.
Moreover there will be very real practical difficulties in the
elimination of a high degree of specialization, even in the
early years of engineering courses. I think I can see the
seeds of specialization even in the general course outlined.
It is the aim of most university authorities and is a definite
suggestion made by Dr. Lash to choose instructors with as
much advanced training and as wide practical experience
as possible. It is almost invariably true that every instructor,
especially in the early years of his teaching career, gives
undue weight in his courses to those features of the subject
which he has found of most interest in his own academic
training or in his own experience. It is not in any sense ex-
hibitionism. It is merely the attempt of enthusiastic in-
structors to pass on to their students those things considered
to be of greater value without realizing that students must
first master the elements before they can proceed to advanced
work. This is specialization in its worst form. There is no
cure for this difficulty except teaching experience, or the
laying out of a detailed syllabus and the establishment of
boards of outside examiners. That may have certain ad-
vantages but it also has many disadvantages.
By inference, Dr. Lash has intimated some lack of culture
among engineers. That is a criticism that has been too often
leveled at our profession and too seldom challenged. It is
realized by those concerned with engineering education and
should be impressed on all educators, that men entering
engineering schools have already credit for courses equiva-
lent to a year's standing in an arts course in most Canadian
universities, or what amounts to the same thing, they are
three years from graduation in the general arts course in
those universities which admit only with upper school
standing. Most matriculants have had two, if not three,
years of French; fewer have had German. If they have
taken three years of French they will have had sufficient
for reading purposes and adequate for the requirements in
graduate schools. After entrance, certain of the subjects in
most engineering curricula are equivalent to certain courses
in the standard arts prescription. Disregarding mathematics
for which Dr. Lash quite rightly makes a strong case, physics
and chemistry, most engineering students are required to
take some courses in English and economics. Whatever the
prescription of work the development of culture is not in-
herent only in certain fields of study. Many an engineer can
remember a teacher of mathematics in whose hands the
solution of a problem in geometry or trigonometry furnished
360
as great an inspiration as could be drawn from an ode of
Horace.
But these are not the features of the article that led me
to discuss it. I was surprised and a little chagrined to find
that Dr. Lash's outline for an engineering course, specifically
for structural engineers, omits geology entirely. Geology
has been part of the prescription in engineering in most
schools for so long that its omission strikes one as a radical
if not retrograde step. Properly taught, no subject has
greater aesthetic value. Properly applied, it can be of im-
mense service in engineering problems of many kinds. So
important is the geological setting of most great structures
that, for many years past, few of the large undertakings in
the metropolitan area of New York City have been carried
through without expert geological advice. Perhaps the ex-
perience in connection with one of the bridges to Long
Island, which was begun on the trial and error method, has
had its influence in determining the present policy. In con-
trast to this, large public buildings are still being constructed
in Ottawa quite ignoring the fact that the foundations of
many of them bridge active fault zones.
I feel sure that the comment will suggest itself, that pres-
ent courses in engineering geology are neither cultural nor
of practical value. There may be some truth in that. The
unfortunate instructors in charge of them are forced to
condense, into a single course, elementary geology which
should give an enthusiastic teacher scope to appeal to
students' imaginations, and applications of geological prin-
ciples for which there is little time and no really adequate
preparation. It is a case for more geology, not less. Nor am
I urging that all engineers should become geologists. They
should have sufficient knowledge of the science to know
what contribution it can make, when properly applied, to
engineering problems. They should know when the services
of a capable geologist should be enlisted.
Dr. Lash has rendered engineering education a service
in presenting a concrete plan. I have no doubt that his
purpose in so doing was to arouse discussion from which
improvements in present courses may come.
Yours very truly,
E. L. Bruce,
Professor of Geology, Queen's University.
The Engineering Institute of Canada, May 28th, 1943.
2050 Mansfield Street,
Montreal, Que.
Dear Sirs:
Dr. Bruce's comments are much appreciated. May I
assure him that the omission of geology from structural
engineering course was entirely an oversight. A general
appreciation of structural geology combined with a know-
ledge of the properties of rocks and soils should be part of
the equipment of every structural engineer.
Yours very truly,
S. D. LASH.
REPRINTS ON POST-WAR RECONSTRUCTION
The papers and discussion presented at the last annual
meeting of the Institute under the auspices of the Com-
mittee on Post-War Problems, and printed in the April
issue of the Journal, have been in great demand from
outside sources as well as from members. In order to meet
this demand, reprints have been made and may be obtained
from Headquarters at 25cts a copy, with special prices for
quantities.
The papers, assembled under one cover in a sixteen-page
reprint, along with the discussion, are as follows:
"Post-War Pattern," by H. G. Cochrane, m.e.i.c.
"The Construction Industry in Post-War Economy," by
O. J. Firestone, Ph.D.
"Soil and Water Conservation," by Professor A. F.
Coventry, b.a.
"Forestry Problems in Reconstruction," by John C. W.
Irwin, b.sc.f.
June, 1913 THE ENGINEERING JOURNAL
MEETING OF COUNCIL
A meeting of the Council of the Institute was held at
Headquarters on Saturday, May 15th, 1943, at ten o'clock
a.m.
Present: President K. M. Cameron in the chair; Vice-
President G. G. Murdoch; Councillors J. E. Armstrong,
E. V. Gage, E. D. Gray-Donald, R. E. Heartz, W. G Hunt,
J. A. Lalonde, N. B. MacRostie, G. M. Pitts, H. J. Ward,
and J. W. Ward; Secretary Emeritus R. J. Durley, General
Secretary L. Austin Wright, and Assistant General Secre-
tary Louis Trudel. Mr. C. C. Kirby, secretary of the Associa-
tion of Professional Engineers of New Brunswick, was also
present for part of the meeting.
Affiliations with Sister Societies
The general secretary pointed out that although the re-
port of the Committee on Professional Interests had been
approved by Council at the regional meeting held in Saint
John on April 17th, the committee felt that in view of the
far reaching nature of its recommendations, they should be
given wider publicity and approved by members of Council
across Canada. He read again the first section of the report
dealing particularly with the Institute's relations with sister
societies as recorded in the May Journal.
Further conversations had been held with officers of the
American societies who were very anxious to discuss the
possibilities of closer co-operation with the Institute.
Mr. Pitts thought that as the Institute had not yet com-
pleted arrangements with the provincial professional associ-
ations in Canada, it might be a little too soon to open
negotiations with the American societies. However, he ap-
proved of the recommendations in principle, and following
some discussion it was unanimously resolved that this meet-
ing of Council endorses the resolution of the Saint John
Council meeting.
The Dominion Council of Professional
Engineers
The general secretary outlined briefly the proposals of
the Dominion Council of Professional Engineers which had
been referred by Council to the Committee on Professional
Interests. The recommendations in the report of the Insti-
tute committee were based largely on these suggestions for
co-operation. The Dominion Council had included with
their submission an invitation to each of the seven organiza-
tions named, to send a representative to attend their annual
meeting being held in Vancouver on May 26th.
The general secretary read the section of the committee's
report dealing with the proposal of the Dominion Council.
At the meeting in Saint John it had been pointed out that
although the Institute could not send an official delegate
to the meeting, Vice-President Murdoch, who was attending
as an official representative of the New Brunswick Associa-
tion, would be there and could represent the Institute un-
officially.
Following discussion, it was unanimously resolved that
this meeting of Council endorses the opinion expressed at
the Saint John meeting.
Association Representation on Institute Council
It was unanimously resolved that this meeting endorses
the resolution of the Saint John meeting of Council re-
garding representation on the Institute Council from the
professional associations with whom the Institute has co-
operative agreement.
The general secretary reported that the Committee on
Professional Interests was in accord with Council's sugges-
tion that representatives of the Association on the Institute
Council should be voting members.
Proposed New By-law
The general secretary read the draft of a new by-law as
proposed by the Committee on Professional Interests, with
a view to implementing the various suggestions made in
their report. Considerable discussion took place as to the
desirability of having representatives from other national
engineering societies on the Institute Council. Mr. Heartz
raised the point as to whether or not such representatives
could be considered officers of the Institute. In Mr. Lalonde's
opinion, the only organizations which should be represented
on the Institute Council were the provincial professional
associations. Mr. Pitts thought that there should be another
by-law dealing only with association representation on
Council.
The general secretary pointed out that this was merely
a draft, and that the Committee on Professional Interests
would be glad to receive suggestions. Accordingly, it was
unanimously resolved that the secretary be directed to sub-
mit the proposed draft by-law to members of Council for
consideration and comment.
Legal Action by Architects Against
an Engineer
Following on the instructions given at the Council meet-
ing in Saint John, the general secretary reported that he
had been in touch with Mr. Perry but that no further action
had been taken as Mr. Perry indicated that he would call
at the Institute as soon as possible to discuss the whole
matter. Due to pressure of business this discussion had not
yet taken place.
Mr. Pitts emphasized the desirability of the engineers and
the architects maintaining close and friendly co-operation
and expressed the hope that the development of this par-
ticular case would not in any way interfere with the good
relationships which had been established.
It was unanimously agreed that the extent of the Insti-
tute's participation in this case should be referred to the
Committee on Professional Interests for study and report.
Income of New Brunswick Branches
A recommendation from the Saint John Branch Executive
to the effect that the portion of fees from Students and
Juniors now paid to the Council of the Institute should in
future be paid direct by the Association to the branches,
had been referred to the Finance Committee by Council.
In view of the small joint fee collected by the New Bruns-
wick Association the Finance Committee recognizes that
the Association could not make grants to the branches on
the same basis as is done in the other provinces without
drawing from capital or special income. If the proposal
offered by the Association leaves the branches short of the
requisite amount required for their operation the committee
is prepared to recommend that a grant be made by Council
over and above other rebates which may be due. Council
approved of this recommendation, and the secretary was
instructed to so advise the branches and to suggest that
they inform Headquarters of the amount which their
budgets show will be required.
Engineering Journal to all Students
Acting on the proposal of the Montreal Branch that all
students should be made to subscribe to The Engineering
Journal at a nominal charge, the Finance Committee recom-
mends to Council that the Students' fees be made $3.00
per year, less $1.00 discount for prompt payment, this fee
to include the subscription to the Journal, which all Students
would be required to take.
Council unanimously approved of this recommendation
which it was noted would involve an amendment to the
by-laws. The secretary was directed to take the necessary
action.
National Construction Council
The general secretary read a letter from the National
Construction Council, advising that their annual meeting
would be held in Toronto on May 27th, and asking if the
Institute had any suggestions to make as to items to be
included in the agenda. It also pointed out that representa-
tives of the various constituent bodies would be appointed
at this meeting. It was unanimously resolved that Mr.
D. C. Tennant be re-appointed as the Institute's representa-
tive on the National Construction Council.
THE ENGINEERING JOURNAL June, 1943
361
In response to an inquiry from Mr. Pitts as to whether
or not anything had been done regarding a request received
from the National Construction Council, asking the Insti-
tute to make a survey of works coming within the purview
of engineers, that were being held in abeyance until after
the war, President Cameron stated that he had discussed
this with Dr. James and, in view of the various sub-com-
mittees dealing with this matter, it had been felt that no
effective contribution could be made at this time by the
Institute in this connection.
Junior Section — Toronto Branch
The general secretary presented for the approval of
Council the constitution of the newly formed section of the
Toronto Branch, pointing out that there was provision for
a group of persons who would belong to the Junior Section
but who would not necessarily be members of the Institute.
It was proposed to call such persons "Associates of the
Branch" following, he understood, suggestion of the Insti-
tute Membership Committee that branch Affiliates might
properly be styled "branch Associates" in order to dis-
tinguish them from Affiliates of the Institute.
Following some discussion, on the motion of Mr. Heartz,
seconded by Mr. Murdoch, it was unanimously resolved
that the constitution of the Junior Section of the Toronto
Branch be approved, with the recommendation that the
term "Affiliate of the branch" be used to designate those
persons who do not belong to the Institute.
Affiliation with University
Engineering Societies
The general secretary read a letter from Councillor
Arthur Jackson, of Kingston, expressing his regret at his
inability to attend the Council meeting, and submitting
the following suggestion for the consideration of Council:
"For some time it has seemed to me that closer relation
could exist between the E.I.C., and the undergraduates of
Canadian universities. It is true we have the E.I.C. prizes
awarded annually in each engineering school, Junior Sec-
tions, and student papers, but as a whole applied science
undergraduates do not know as much about the E.I.C. as
is desirable.
"Each engineering school has, as far as I know, an engi-
neering society and all applied science undergraduates of
that school are members of it. If each of these societies
could be affiliated with the E.I.C. all undergraduates might
become Student members of the E.I.C. With this condition
obtained and eventually all engineers in Canada E.I.C.
conscious, it would not be difficult to carry out arrangements
with sister societies, and should help greatly in the solution
of future problems."
Council felt that this was an excellent suggestion and,
following some discussion, it was decided to refer Councillor
Jackson's letter to Mr. Bennett's Committee on the Train-
ing and Welfare of the Young Engineer for consideration
and report.
Collective Bargaining Legislation
The general secretary reported that on Friday, May 14th,
a meeting had been held at Institute Headquarters, attended
by representatives of various technical scoieties whose names
are given below, to discuss compulsory collective bargaining
in relationship to the professional group. In view of the
request to the National War Labour Board from organized
labour for national compulsory collective bargaining legis-
lation, and in view of the fact that an attempt had been
made in Ontario to include the learned professions in such
legislation, the meeting was of the opinion that the National
War Labour Board should be informed of the desires of
the professional group represented by the delegates at the
meeting. Accordingly, the brief which appears on p. 354
was prepared for submission to the societies.
It was unanimously resolved that the Council of the
Institute approves of this draft letter and is agreeable to
the Institute being included as one of the signatories. Those
attending the meeting were:
W. P. Dobson, Toronto, Ont.
President, Dominion Council of Professional Engineers
M. Barry Watson, Toronto, Ont.
Secretary, Dominion Council of Professional Engineers;
Registrar, Association of Professional Engineers of
Ontario.
A. D. Ross, Montreal, Que.
Secretary, Corporation of Professional Engineers of
Quebec.
Dr. L. Lortie, Montreal, Que.
President, Canadian Institute of Chemistry.
F. J. Hambly, Buckingham, Que.
Canadian Institute of Chemistry — Committee on
Legislation.
Gordon MacL. Pitts, Montreal, Que.
President, Royal Architectural Institute of Canada.
Dr. J. B. Challies, Montreal, Que.
Chairman, Committee on Professional Interests, The
Engineering Institute of Canada.
L. Austin Wright, Montreal, Que.
General Secretary: The Engineering Institute of
Canada.
St. Lawrence Waterway
The general secretary presented a submission from Mr.
J. G. G. Kerry, m.e.i.c, regarding the possibility of main-
taining open waterways throughout the year from Lake
Ontario to the sea, or to Montreal or Albany. In Mr. Kerry's
opinion the possibilities appeared to justify some further
investigation into the designs for the St. Lawrence River
Waterway. He felt that this could most properly be recom-
mended by the Institute as a national body after Council
had satisfied itself that the proposals are founded on tech-
nical data that cannot be challenged. A similar submission
had been presented to the American Society of Civil Engi-
neers who had referred Mr. Kerry to Dr. B. A. Bakhmeteff,
chairman of the executive committee of the A.S.C.E.
Hydraulics Division. Following some discussion, it was
decided to leave this matter with the president to be brought
up again at the next meeting of Council.
Succession Duties
A circular letter was presented from the Canadian Cham-
ber of Commerce asking the Institute for an expression of
opinion regarding succession duty taxes. Following some
discussion as to whether or not the Council of the Institute
should express an opinion on such matters, it was decided
that the questionnaire should be answered as follows:
1. Does your Board or Chamber favour a continuance
of the present Canadian imposition of succession duties
whereby the nine provinces and the Dominion all impose
and collect, independently such taxes ?
Xo.
2. Does your Board or Chamber favour the transfer
to the Dominion of the succession duty tax field with the
provinces ceasing to impose succession duties in return
tor suitable compensation ?
Yes.
Dr. C. R. Young
Council's attention has been drawn to the announcement
that the Stevens Institute of Technology has conferred upon
Past-President C. R. Young the honorary degree of Doctor
of Engineering. Council desires to express to Dr. Young its
great pleasure in hearing of this award, and its gratification
that institutions outside of Canada are so well aware of
Dr. Young's character, attainments and leadership.
At the meeting of Council held on May 15th, 1943, the
following elections and transfers were effected:
362
June, 1913 THE ENGINEERING JOURNAL
ELECTIONS AND TRANSFERS
Members
Bjerring, Kari Herbert, B.Sc. (Univ. of Man.), designing engr.,
Defence Industries, Ltd., Montreal, Que.
Braden, Norman Short, vice-chairman of the Board, and Director,
Canadian Westinghouse Co. Ltd., Hamilton, Ont.
*Hunter, David, sales engr., Canadian Westinghouse Co. Ltd.,
Winnipeg, Man.
Jupp, Ernest H., B.A.Sc. (Univ. of Toronto), asst. district airway
engr., Dept. of Transport, Civil Aviation Divsn., Hollyburn, B.C.
Langelier, J. Napoléon, B.A.Sc, CE. (Ecole Polytechnique), chief
engr., Montreal Metropolitan Commission, Montreal, Que.
Scarlett, Arthur Alfred, B.A.Sc. (Univ. of Toronto), chief engr.,
Hamilton Works, International Harverster Co., Hamilton, Ont.
Segsworth, R. Sidney, B.A.Sc. (Univ. of Toronto), development
engr., General Engineering Co. (Canada), Ltd., Toronto, Ont.
Titus, Olcott Wood, B.A.Sc. (Univ. of Toronto), chief engr., Canada
Wire & Cable Co. Ltd., Toronto, Ont.
Waines, Russell Talbot, B.A.Sc. (Univ. of Toronto), mechl. engr.,
Dominion Bridge Co. Ltd., Shaw St. plant, Toronto, Ont.
Widdifield, Ivan Stewart, B.Sc. (Queen's Univ.), elect, supt., General
Engineering Co. (Canada), Ltd., Scarboro, Ont.
Juniors
Crane, George Joseph, B.A.Sc. (Univ. of B.C.), elect, supt., Electric
Reduction Co., Buckingham, P.Q.
Holden, Alexander Herbert, B.A.Sc. (Univ. of Toronto), ballistic
engr., Canadian Industries Ltd., Brownsburg, Que.
*Saintonge, Jérôme, mechl. inspr., Aluminum Co. of Canada,
Arvida, Que.
Van Winckle, Jack Mullen, B.A.Sc. (Univ. of Toronto), mech. engr.,
i/c Engineering Dept., Steel Company of Canada, Ltd., Swansea
Works, Ont.
Transferred from the class of Junior to that of Member
Barnhouse, Frank William, B.Sc. (Univ. of Alta.), asst. mgr., Wire
& Cable Dept., Canadian General Electric Co., Toronto, Ont.
Black, Frank Leslie, B.Sc. (N.S. Tech. Coll.), elec. supt., Belgo
Divsn. Consolidated Paper Corp., Shawinigan Falls, Que.
Dunne, Charles Vincent, B. Eng. (McGill Univ.), res. engr., Works &
Bldgs. Branch, Naval Service, Sydney, N.S.
Francis, John Barten, B.Sc. (McGill Univ.), project engr., Defence
Industries Ltd., Montreal, Que.
Inglis, William Leishman, Squadron Leader, B.A.Sc. (Univ. of B.C.)
constrn. officer, R.C.A.F. Headquarters, Ottawa, Ont.
Sillitoe, Sydney, B.Sc, M.Sc (Univ. of Alta.), technical engr.,
Special Products Division, Northern Electric Co. Ltd., Montreal,
Que.
*Willis, Edwin Aubrey, electrician, Electricity & Gas Inspn. Lab.,
Dept. of Trade & Commerce, Ottawa, Ont.
Transferred from the class of Student to that of Member
Cleveland, Courtney Ernest, B.A.Sc. (Univ. of B.C.), M.Sc, Ph.D.
(McGill Univ.), geologist and engr. at Takla Mercury Mine (Bra-
lorne Mines), via Fort St. James, B.C.
Ross, Oakland Kenneth, B.Eng. (McGill Univ.), factory mgr.,
Continental Can Co. of Canada, Montreal, Que.
Transferred from the class of Student to that of Junior
Davis, Samuel, B.Sc. (Civil) (Univ. of N.B.), M.Sc. (Structl)
(Mass. Inst. Tech.), stress analyst, Noorduyn Aviation Ltd.
Montreal, Que.
Hoar, Charles Richard, B.Sc. (Univ. of Alta.), senior A.I.D. Ins-
pector, British Commonwealth Air Training Scheme, Edmonton,
Alta.
Osborn, John Follett, B.Sc. (Univ. of Man.), asst. engr., Industrial
Control Dept., Canadain General Electric Co., Peterborough, Ont.
*Have passed the Institute's examinations.
Students Admitted
Adams, Gerald Clifton (Univ. of N.B.), Box 877, Campbellton, N.B.
Blakely, Nelson Wesley (McGill Univ.), Fleetwood Apts., Winnipeg,
Man.
Bowes, William Henry (N.S. Tech. Coll.), 53 Windsor St., Halifax,
N.S.
Chambers, Joseph Byng (Univ. of Man.), Killarney, Man.
Clark, Frederick Hubert (N.S. Tech. Coll.), 33 Brenton St., Halifax,
N.S.
Donahue, John Joseph (Univ. of N.B.), 126 Prince William St., Saint
John, N.B.
Foley, Maurice Aloysius (N.S. Tech. Coll.), 63 Queen St., Halifax,
N.S.
Foster, John Stanton (N.S. Tech. Coll.), 23 York St., Halifax, N.S.
Haliburton, George MacDonald (N.S. Tech. Coll.), 310 Jubilee Rd.,
Halifax, N.S.
Hussey, Cletus Harold (Univ. of N.B.), 619, Scully St., Fredericton'
N.B.
Langille, Lorimer Leon (N.S. Tech. Coll.), Lunenburg, N.S.
Leonards, Gerald Allen (McGill Univ.), 4137 Esplanade Ave., Apt. 6,
Montreal, Que.
Lévesque, Paul Carmel (Univ. of N.B.), 156 Regent, Fredericton,
N.B.
Long, Ludovic Andrew (Univ. of N.B.), Albertine, N.B.
MacMUlan, John Daniel (Univ. of N.B.), Box 418, Campbellton,
N.B.
McSorley, Thomas Holland (Univ. of N.B.), Ill King St., Frederic-
ton, N.B.
Mroz, Boris (McGill Univ.), 381 Edward Charles St., Apt. 8, Mont-
real, Que.
Rodman, Marvyn Floyd (Univ. of Toronto), 336 Forman Ave.,
Toronto, Ont.
Trudeau, Guy (St. Mary's Coll.), 5 Beech St., Halifax, N.S.
Vaughan, Joseph Philip, (St. Mary's Coll.), 294 North St., Halifax,
N.S.
By virtue of the co-operative agreements between the Institute and
the Associations of Professional Engineers, the following elections have
become effective:
Members
Aitken, John Alexander, B.Sc. (Univ. of Man.), divn. engr., Imperial
Oil Ltd. Maritime Division, Marketting Dept., Halifax, N.S.
Barron, Lewis Joseph, B.Eng. (N.S. Tech. Coll.), mtce. and safety
engr., Foundation Maritime Ltd., Shipbuilding Division, Pictou,
N.S.
Britnell, Carl B., B.A.Sc. (Univ. of Toronto), asst. to district engr.,
Works & Bldgs., Naval Service, Dept. of National Defence, Halifax,
N.S.
Feetham, Edward Joseph, B.Eng. (N.S. Tech. Coll.), eng. i/c field
work, Wartime Housing Ltd., Halifax, N.S.
Freeborn, Frank, Lieut. -Commander (S.B.), R.C.N.V.R., asst.
supt. of Overseers Maritimes, H.M.C. Dockyard, Halifax, N.S.
Smith, Francis Leo, asst. to staff engr., Maritime Telegraph &
Telephone Co. Ltd., Halifax, N.S.
Thomas, Edward Christian, B.Eng. (N.S. Tech. Coll.), res. engr.,
Standard Paving Maritimes Ltd., Halifax, N.S.
Transferred from the class of Student to that of Member
Sutherland, Donald Boyd, B.Sc. and Engineering Diploma (Dal-
housie Univ.), Prob. Sub.-Lieut., R.C.N. V.R., H.M.C. Dockyard.
Sydney, N.S.
Transferred from the class of Student to that of Junior
Chapman, Harris, J., B. Eng. (McGill Univ.), 31 Park Street,
Moncton, N.B.
THE PRESIDENT VISITS QUEBEC BRANCHES
President K. M. Cameron is visiting, this month, the
branches of the Institute in the province of Quebec, outside
of Montreal.
The first port of call is Quebec, where a regional meeting
of the Council of the Institute will be held on the morning
of the 19th. All past officers of the Institute in the province
and the executive of the Quebec Branch have been invited
to join with members of Council at this meeting. At the
time of writing, Past Vice-Presidents Fred Newell and E. P.
Muntz have indicated that they would be present and that
they would accompany the president on part of his trip.
The presidential party will also include the general secretary
and the assistant general secretary.
The itinerary follows:
Lve. Montreal June 18 11.45 p.m. C.P R.
Arr. Quebec June 19 6.40 a.m.
9.30 a.m. Council meeting at Chateau Frontenac
1.00 p.m. Branch luncheon at Chateau Frontenac
Lve. Quebec June 20 8.00 a.m. C.S.L. Boat
Arr. Bagotville. . . .June 20 9.45 p.m.
Dinner meeting with Saguenay Branch at Saguenay Inn, June 21
at 6.30 p.m.
Lve. Bagotville. . . .June 22 7.00 a.m. C.S.L. Boat
Arr. Quebec June 22 7.00 p.m. C.S.L. Boat
Lve. Quebec June 23 1.35 p.m. C.P.R.
Arr. Trois-Rivières.June 23 3.15 p.m. C.P.R.
Dinner meeting with St. Maurice Valley Branch at night.
Lve. Trois-Rivières.June 24 9.25 a.m. C.P.R.
Arr. Montreal June 24 12.25 p.m. C.P.R.
THE ENGINEERING JOURNAL June, 1943
363
Personals
ENGINEERS' SHARE IN KING'S HONOURS
It will be a matter of interest to all members of the
Institute to see the complete list of their fellow members
who share in the recent King's Honour List. There are in
all 23 persons included in the lists printed in the newspapers
which we have every reason to believe are complete.
The honours are divided with eight going to persons in
military posts and fifteen to those in civilian occupations.
The Institute joins with the other citizens of Canada in
congratulating the following members for the honours which
they have so well deserved.
COMPANION, ORDER OF THE BATH (C.B.)
Major-General Charles Sumner Lund Hertzberg,
M.c, v.d., Toronto; chief engineer, headquarters, First
Canadian Army Overseas; consulting engineer, Toronto.
Air Vice-Marshal George Owen Johnson, M.c, Rock-
cliffe, Ont. ; Air Officer Commanding Eastern Air Command,
Halifax, N.S.
COMPANION, ORDER OF ST. MICHAEL AND ST. GEORGE
(C.M.G.)
Robert Alexander Cecil Henry, Montreal; president,
Defence Communications Ltd.; vice-president, Montreal
Light, Heat and Power Consolidated.
Chalmers Jack Mackenzie, M.c, Saskatoon; acting presi-
dent, National Research Council; dean of engineering,
University of Saskatchewan.
COMMANDER, ORDER OF THE BRITISH EMPIRE (C.B.E.)
Brigadier John Ernest Genet, M.c, Kingston; Chief
Signals Officer, Corps Headquarters, Canadian Army Over-
seas.
Frederick Innes Ker, Hamilton; managing-director and
editor of the Hamilton Spectator.
Frederic Henry Sexton, D.sc, ll.d., Halifax, president,
Nova Scotia Technical College.
OFFICER, ORDER OF THE BRITISH EMPIRE (O.B.E.)
Lieutenant-Colonel George Edwin Beament, Ottawa.
Lieutenant-Colonel Gideon Milroy Carrie, Montreal,
Que., at present overseas; president, Canadian Refractories
Ltd., Montreal.
John Ballantyne Carswell, Washington, D.C.; director-
general, Washington office, Department of Munitions and
Supply; and vice-president, War Supplies Ltd., Washington.
Hector John MacLeod, ph.d., Vancouver, head of depart-
ment of mechanical and electrical engineering, University
of British Columbia.
Wing-Commander Walter Alyn Orr, Halifax; Eastern
Air Command.
Denis Stairs, Montreal; director-general, Defence Projects
Construction Branch, Department of Munitions and Sup-
ply, Ottawa; chief engineer, Montreal Engineering Com-
pany Ltd.
MEMBER, ORDER OF THE BRITISH EMPIRE(M.B.E.)
Albert R. Decary, Quebec; superintending engineer for
the province of Quebec, Department of Public Works of
Canada.
Reginald Hugh Field, Ottawa; supervisor, physical test-
ing laboratory, division of physics and engineering, National
Research Council.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
C. A. MacVey, bridge engineer, Department of Public
Works, Fredericton, N.B.
Harold Ernest Maple, Ottawa; superintending engineer,
Department of National Defence.
Flying-Officer Guy McRae Minard, Ottawa; No. 1
Wireless School, R.C.A.F., Montreal.
William Arthur Newman, Montreal; president and
managing-director, Federal Aircraft Limited ; chief mechani-
cal engineer, Canadian Pacific Railway Company.
John E. Openshaw, Ottawa.
Major John De Witte Relyea, Toronto, overseas with
Royal Canadian Ordnance Corps; formerly mechanical
engineer with the Dominion Government at Ottawa.
Lesslie Rielle Thomson, Montreal, special liaison officer,
Department of Munitions and Supply, Ottawa, formerly
consulting engineer, Montreal.
COMPANION, IMPERIAL SERVICE ORDER (I.S.O.)
John Goodwill Macphail, Ottawa; director of marine
services, Department of Transport of Canada.
Past President H. W. McKiel, m.e.i.c, dean of science
at Mount Allison University, was given an honorary
degree of Doctor of Laws at Mount Allison Convoca-
tion last month. Dean McKiel has been on the staff of
the university since 1913 when he joined as a professor of
mechanical engineering.
In 1920 he was ap-
pointed Brookfield
professor of engineer-
ing, a title he still
possesses. He was
made dean of the faculty
in 1934.
Dr. McKiel has just
been appointed director
of Rotary International
for the whole of Canada.
He was previously dis-
trict governor for the
maritime provinces. He
is a charter member of
the Sackville Rotary
Club and has served as
secretary, vice-president
Dr. H. W. McKiel, m.e.i.c. and president of it.
D. G. Anglin, m.e.i.c, was appointed vice-president of
Anglin-Norcross Corporation Limited, Montreal, following
a recent meeting of the directors.
H. G. Angell, m.e.i.c, who in recent years had been with
the British Admiralty in England and Bermuda, has now
accepted a position with the Royal Canadian Naval Services
as assistant district engineer in Newfoundland. Lately, he
was employed with Defence Industries Limited in Montreal.
T. M. S. Kingston, m.e.i.c, city engineer and water works
superintendent at Chatham, Ont., is the newly elected
chairman of the Canadian Section of the American Water
Works Association.
364
June, 1943 THE ENGINEERING JOURNAL
S. T. Fisher, m.e.i.c., has recently left the Northern
Electric Company Limited, Montreal, to take up new activi-
ties as assistant to the president of Rogers Radio Tube
Limited, Toronto, and special products manager of Rogers
Majestic Limited, Toronto. The two companies are associ-
ates of Rediffusion Limited, London, England.
Mr. Fisher had been with the Northern Electric Company
ever since he graduated from the University of Toronto in
1930, first in the transmission department and later in the
research products department. From 1934 to 1939, he was
assistant development engineer in the special products
division and from 1939 to 1941 he was sales engineer and
in 1941 he was appointed development engineer of the
special products division.
A. O. Wolff, m.e.i.c., district engineer, Canadian Pacific
Railway, Saint John, N.B., is the newly elected chairman
of the Saint John Branch. Mr. Wolff was also chairman
since early in 1942. Previously he was in command of an
infantry brigade overseas.
Major-General Howard Kennedy, M.c, m.e.i.c, was
promoted from the rank of brigadier and is now quarter-
master general succeeding Major-General J. P. Mackenzie,
m.e.i.c. General Kennedy is a native of Dunrobin, Ont.,
and an engineering graduate of McGill University in the
class of 1914. He joined the Canadian Expeditionary Force
in November, 1915 and was commissioned a lieutenant.
He served overseas for four years in the Seventh Field
Company, Royal Canadian Engineers. He was invalided
home as a captain in 1919 with serious wounds and won
the Military Cross for conspicuous gallantry.
He was raised from the rank of colonel to brigadier last
year, and was later appointed chairman of the Officers'
Selection and Appraisal Board of the Adjutant-General's
branch.
S. T. Fisher, M.E.I.C.
Maj.-Gen. Howard Kennedy, M.E.I.C.
A. O. Wolff, M.E.I.C.
of the London Branch of the Institute in 1937 while he
was division engineer at London.
C. R. Whittemore, m.e.i.c, research metallurgist, Deloro
Smelting and Refining Company Limited, Deloro, has been
appointed to the Advisory Committee on Non-ferrous
Welding, Brazing and Hard-surfacing. This committee is
functioning under the Metals Controller, Department of
Munitions and Supply, Ottawa.
J. S. Campbell, m.e.i.c, is now superintendent of aircraft
metal fittings division of the Massey-Harris Company
Limited at Brantford, Ont. He has been with the company
since 1935 and he was previously located at the Toronto
plant as supervisor of the pricing and routing department.
C. C. Jeffrey, m.e.i.c, has been appointed executive assist-
ant to F. C. Mechin in the Protection of Petroleum
Resources Branch of the Department of Munitions and
Supply at Ottawa. He has obtained leave of absence from
the Department of Public Works of Canada where he was
senior assistant engineer in the district engineer's office
at Toronto.
A. I. Cunningham, m.e.i.c, has been appointed president
of Chaguaramas Terminals Limited a subsidiary of the
Aluminum Company and has recently taken his new post
at Trinidad, B.W.I. For the past few years, Mr. Cunning-
ham had been construction manager of the Aluminum
Company of Canada Limited, Montreal, and in this capacity
he was busily engaged in the expansion programme of the
company since the beginning of the war.
Major-General J. P. Mackenzie, D.s.o., m.e.i.c, was
named recently inspector general of the Canadian Army
for western Canada. General Mackenzie had been quarter-
master general at National Defence Headquarters, Ottawa,
Before the war, General Kennedy was manager of the
Quebec Forest Industries Association and lived in Quebec
City.
Brigadier W. N. Bostock, m.e.i.c, returned from overseas
recently and was appointed to the general staff at Ottawa.
Before the war, Brigadier Bostock was at the Staff College
at Quetta, India, having been previously stationed for some
time at the Royal Military College, Kingston.
Brigadier M. M. Dillon, m.c, m.e.i.c, of London, Ont.,
was recently promoted to this rank and appointed deputy
quartermaster general (B) at National Defence Head-
quarters, Ottawa. Brigadier Dillon has been director of
trades training since last June. He previously commanded
No. A-6 Engineering Training Centre at Dundurn, Sask.
and before, the No. A-18 Canadian Infantry (Machine Gun)
Training Centre at Dundurn.
In civil life, Brigadier Dillon is a well-known consulting
structural engineer, having designed many important
buildings in London, Ont., and outside.
Lieut. -Commander Noel N. Wright, r.cn.v.b., m.e.i.c,
has recently been promoted to this rank and has been made
deputy director of the signals division (wireless section) at
Naval Headquarters, Ottawa. Before joining up last year,
Commander Wright was with the Ferranti Electric Limited,
at Montreal, as sales and service engineer for the eastern
district.
P. E. Doncaster, m.e.i.c, is now district engineer of the
Department of Public Works of Canada at Winnipeg. He
occupied previously the same position at Fort William,
Ont. Lately he had been on leave of absence from the
Department and had been employed with Polymer Cor-
poration Limited, Sarnia, Ont.
THE ENGINEERING JOURNAL June, 1943
365
Past-President Arthur Surveyer, m.e.i.c, consulting
engineer, Montreal, received an honorary degree of Doctor
of Science from the Université de Montréal, at the con-
vocation held on the occasion of the official inaguration of
the new buildings on the Mount Royal, early this month.
Augustin Frigon, m.e.i.c, assistant general manager of the
Canadian Broadcasting Corporation was given an honor-
ary doctor's degree from the Université de Montréal at the
convocation held to mark the inauguration of the new
buildings on the Mount Royal. Dr. Frigon is the president
of the Corporation of the Ecole Polytechnique which is the
Faculty of Applied Science of the Université de Montréal.
Ernest Cormier, m.e.i.c, consulting engineer and architect
of Montreal, who designed and supervised the construction
of the new buildings for the Université de Montréal received
an honorary doctor's degree at the convocation held to
mark the official opening of the buildings, on the Mount
Royal. Dr. Cormier graduated in civil engineering from the
George Morrison, m.e.i.c, has joined recently the staff
of the English Electric Company at St. Catharines, Ont.
He had been with the Commonwealth Electric Corporation
at Welland, Ont., since 1934.
A. R. Moffatt, m.e.i.c, is now resident engineer for the
Naval Service at Renous, N.B. Before the war he was chief
surveyor of Lamaque Gold Mines Limited at Bourla-
maque, Que.
M. S. Saunders, m.e.i.c, has recently returned from Col-
ombia, S.A., where for the past five years he had been
employed as topographic engineer with Tropical Oil Co.
He is now on the staff of Imperial Oil Limited at Moose
Jaw, Sask. He is a graduate of the University of Toronto
in the class of 1933.
F. G. Rounthwaite, m.e.i.c, is now with the Northwest
Purchasing Limited, at Edmonton, Alta. Lately he had
(Blank & Stoller)
Lieut.-Col. C. H. Drury, S.E.I.C.
G. E. Griffiths, M.E.I.C.
Lieutenant R. E. Jess, D.S.C., S.E.I.C.
Ecole Polytechnique at Montreal, in 1906, and a few years
later he obtained his degree in architecture from the Ecole
des Beaux-Arts de Paris. From 1915 to 1918, he was in
Paris as an engineer in charge of concrete designs for the
French government. Since 1918, Dr. Cormier has carried
a private practice in Montreal as an architect and engineer,
and has designed several important projects, among the
latest being the Supreme Court building at Ottawa. Dr.
Cormier is a past president of the Province of Quebec
Association of Architects.
Geo. E. Griffiths, m.e.i.c, the recently elected chairman
of the Niagara Peninsula Branch of the Institute for 1943-44
was born at DeCew Falls near Thorold, Ont. Mr. Griffiths
was educated at Thorold High School and the University
of Toronto, graduating in electrical engineering in 1915.
Following graduation he served in the Second Army Troops,
Royal Canadian Engineers on the French and Belgian
section during the First World War. Returning from
overseas in 1919 he joined the staff of the Hydro-Electric
Power Commission of Ontario at their Niagara Falls
district office as assistant meter engineer, which position
he now holds.
Gordon D. Hulme, m.e.i.c, assistant manager of the de-
partment of development of the Shawinigan Water & Power
Company, Montreal, was recently elected first vice-presi-
dent of the Montreal Junior Board of Trade.
E. M. Nason, m.e.i.c, is at present employed with the
engineering department of the Canadian Pacific Railway
at Fredericton, N.B. He has recently returned from British
Columbia where he was employed in a civilian capacity
with the Royal Canadian Air Force.
been with the Department of Munitions and Supply of
Canada, in Washington, D.C.
Captain G. W. O'Neill, m.e.i.c, is now Camp Ordnance
Officer at Debert, N.S. He was previously stationed at
Petawawa, Ont. Before the war he was employed with
Riverside Iron Works, Calgary, Alta.
J. G. Dale, m.e.i.c, is the newly appointed registrar of
the Association of Professional Engineers of Alberta, suc-
ceeding W. E. Cornish, m.e.i.c A graduate of the University
of Alberta in 1934, Mr. Dale joined the Northwestern
Utilities Company at Edmonton, Alta., as an inspector and
has been with the company ever since, lately as installation
engineer.
J. L. Connolly, m.e.i.c, has recently returned to Canada
after having spent three years at Mackenzie, British
Guiana, as assistant plant superintendent with Demarara
Bauxite Limited. From 1937 to 1940 he was employed in
the special products department of the Northern Electric
Company, in Montreal. Previously, he was employed with
Imperial Oil Refineries at Dartmouth, N.S. He is a graduate
of the Nova Scotia Technical College in the class of 1935.
Lieut.-Col. K. H. McKihbin, jr.E.i.c, has recently
returned from overseas and is at present stationed at
Halifax as district ordnance mechanical engineer with
M.D. No. 6.
Jules Mercier, Jr.E.i.c, of Canadian General Electric
Company, was transferred recently from Peterborough to
Toronto to take up duties in the distribution equipment
division of the supply department. Mr. Mercier is a graduate
of the Ecole Polytechnique, Montreal, in the class of 1940
and has been with the company since graduation.
366
June. 19*3 THE ENGINEERING JOURNAL
Georges Archambault, jr.E.i.c, of the Aluminum Com-
pany of Canada Limited, was transferred a few months ago
from Arvida to Shawinigan Falls.
A. I. Clark, Jr. e.i.c., has enlisted in the army recently as
2nd lieutenant and is at present training at Barriefield,
Ont. He was previously employed with Aluminum Com-
pany of Canada at Arvida.
Lieutenant R. E Jess, s.e.i.c, has been awarded the
Distinguished Service Cross "for air operations against
enemy shipping."
Born in Quebec, in 1918, the son of Mr. and Mrs. R. L.
Jess, he was a third year engineering student at McGill
University when he enlisted in the R.C.N.V.R. in July,
1940. He proceeded to England in September, 1940, and
served at various Royal Navy shore bases until January,
1941, when he was transferred to the Fleet Air Arm. He
received his training at Portsmouth, Eng., and at Trinidad,
B.W.I., where he graduated as naval observer in December,
1941. He returned to Britain in January, 1942, proceeded
to and was stationed at Gibraltar; later he joined the air-
craft carrier H.M.S. Eagle. He was shore based on Malta
from June, 1942, until February, 1943. While on Malta he
was continually engaged in air operations against Axis con-
voys in the Mediterranean, flying on a Fairey Swordftsh (two-
man torpedo plane) as navigator. He was reported missing
on January 1st, 1943 having gone out to attack an enemy
convoy. He came down in the vicinity of Bone but suc-
ceeded in returning to Malta. He was gazetted lieutenant
in December 31st, 1942. At present Lieutenant Jess is
serving with the Bomber Command R.A.F. on heavy
bombers.
Pilot-Officer J. B. Sweeney, s.e.i.c, led the graduating
class, last April, at the School of Aeronautical Engineering
in Montreal. Pilot-Officer Sweeney was secretary-treasurer
of the St. Maurice Valley Branch before enlisting last year.
Lieut. -Colonel C. H. Drury, s.e.i.c, has recently been
promoted to this rank and appointed assistant quarter-
master general of the First Canadian Army overseas.
Colonel Drury who is only 25, joined the Second Montreal
Regiment from the Royal Military College in 1938, went
"active" with the First Medium Battery in September,
1939, and has been overseas since 1940. Prior to his new
appointment he was deputy assistant quartermaster
general of the Fifth (Armoured) Division.
He graduated from Kingston Military College in 1938
and from McGill in the class of 1939.
John M. Dyke, s.e.i.c, graduated this year in mechanical
engineering at the University of Toronto and is now en-
rolled for active service with the R.C.N.V.R. as a Pro-
bationary Sub-Lieutenant.
J. D. Anderson, s.e.i.c, received his degree in mechanical
engineering at McGill's convocation last month and is now
on active service with the R.C.N.V.R. as Probationary
Sub-Lieutenant. During his engineering course, Mr. Ander-
son was active in the Junior Section of the Montreal Branch
of the Institute.
G. J. Brown, s.e.i.c, has been commissioned as a warrant-
officer in the R.C.N.V.R. and is at present in training.
Before enlisting he was employed with Herbert Morris
Crane & Hoist Company Limited, Niagara Falls, Ont.
J. R. Eastwood, s.e.i.c, has recently returned from over-
seas and has taken a position with Canadian Industries
Limited, at Kingston, as planning and scheduling engineer
in the nylon division. Before enlisting in the R.C.O.C. a
few months ago, Mr. Eastwood was employed with Con-
solidated Paper Corporation.
C. B. Livingston, s.e.i.c, is now a Sub-Lieutenant in the
R.C.N.V.R. He is a graduate of the University of Toronto
in the class of 1942.
R. L. Dimock, s.e.i.c, is now assistant engineer at Naval
Service Headquarters, at Ottawa. He has recently been
granted a leave of absence from McColl-Frontenac Com-
pany, Montreal.
Ernest Dauphinais, s.e.i.c, is at present employed as a
job engineer with the Foundation Company of Canada at
Montreal. He graduated at the Ecole Polytechnique in 1941.
E. T. Skelton, s.e.i.c, has returned recently from British
Guiana where he was employed with Demarara Bauxite
Company and is at present located at Montreal.
VISITORS TO HEADQUARTERS
Georges Demers, jr. e. i.e., consulting engineer, Quebec,
on May 6.
Sub-Lieut. (E.) J. C. Watson, r.cn.v.r., Jr.E.i.c.,
Halifax, N.S., on May 6.
P. G. Wolstenholme, Affiliate E.i.c, Aluminum Company
of Canada Limited, La Tuque, Que., on May 6.
G. L. McGee, m. e.i.c, supervising engineer of aerodromes,
Department of Transport, Ottawa, on May 7.
W. P. Dobson, m. e.i.c, chief of research and inspection
department, Hydro-Electric Power Commission of Ontario,
Toronto, on May 14.
M. Barry Watson, m. e.i.c, registrar, Association of Pro-
fessional Engineers of Ontario, Toronto, on May 14.
E. D. Gray-Donald, m. e.i.c, general superintendent,
Quebec Power Company, Quebec, on May 15.
G. G. Murdoch, m. e.i.c, consulting engineer, Saint John,
N.B. on May 15 and June 1.
H. J. Ward, m. e.i.c, superintendent of property, Shawini-
gan Water & Power Company Limited, Shawinigan Falls,
Que., on May 15.
N. B. MacRostie, m. e.i.c, consulting civil engineer and
surveyor, Ottawa, Ont., on May 15.
H. A. Wilson, m. e.i.c, chief draughtsman, Krumm Young
& Company Limited, Toronto, on June 1.
J. W. Ward, m. e.i.c, electrical superintendent, Beau-
harnois plant of the Aluminum Company of Canada
Limited, Beauharnois, on May 15.
E. R. Jacobsen, M.E.I. c, engineering and technical assist-
ant to director, Commonwealth of Australia War Supplies
Procurement, Washington, U.S.A., on May 18.
Paul Vincent, m.e.i.c, chief, technical section, Depart-
ment of Colonization, Quebec, Que., on May 18.
Professor G. M. Williams, m.e.i.c, professor of civil
engineering, University of Saskatchewan, Saskatoon, Sask.,
on May 20.
W. C. Byers, Jr.E.i.c, C. D. Howe Company Limited,
Port Arthur, Ont. and secretary-treasurer of the Lakehead
Branch of the Institute, on May 25.
Lieutenant A. D. Cameron, r.ca., s.e.i.c, Fredericton,
N.B., on May 28.
J. L. Connolly, m.e.i.c, Demerara Bauxite Company,
Mackenzie, British Guiana, on May 31.
C. C. Kirby, m.e.i.c, secretary-treasurer, Association of
Professional Engineers of New Brunswick, Saint John, N.B.,
on May 15.
J. A. Van den Broek, m.e.i.c, professor of engineering
mechanics, University of Michigan, Ann Arbor, Mich., on
June 4.
Yvon Nadeau, Jr.E.i.c, instrumentman and assistant
engineer, Fraser Brace Company Limited, La Tuque, Que.,
on June 9.
THE ENGINEERING JOURNAL June, 1943
367
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
Charles James Crowley, m.e.i.c., died at Toronto on
May 6, 1943. He was born at Bromley, Kent, Eng., on
January 11th, 1860. He received his primary education in
England, France and Germany, and later studied mathe-
matics under private tutor and attended drafting and
technical classes at King's College, London.
He came to Canada in 1879 and entered the drawing
office of the Grand Trunk Railway at Montreal. He rose
successively from the positions of rodman, topographer,
leveller and transitman on railway surveys. He was trans-
ferred to Toronto, and in 1886 he was placed in charge of
double track construction between Montreal and Toronto.
From 1892 to 1897 he was resident engineer in Toronto for
1943. He was born at Youngstown, Ohio, U.S.A., on
December 9, 1872. He entered the profession of engineering
and was employed in mining work in Tennessee before
coming to Canada. He went to Lethbridge in 1896 as
underground foreman for the Alberta Railway and Irriga-
tion Company, where he was employed until 1906, when
he became mine manager and engineer for the Standard
Coal Company, at Edmonton. In 1908, he went with the
Alberta government as district inspector of mines in
Lethbridge and Calgary. Later he became chief inspector of
mines for the province leaving that position in 1910 to
return to Lethbridge as manager of the Gait Mine of the
Canadian Pacific Railway. When, in 1935, amalgamation
took place of the North American Collieries at Coalhurst,
Cadillac Collieries at Shaughnessy and C.P.R. Gait mines
into the Lethbridge Collieries, he became general manager,
which post he held until his retirement in 1938.
Mr. Livingstone joined the Institute as a Member in
Robert Livingstone, M.E.I.C.
Lewis Redman Ord, M.E.I.C.
Cyril Barron Symes, M.E.I.C.
the Grand Trunk Railway. From July, 1897 to June, 1898
he was resident engineer of the Middle division of the
Grand Trunk Railway covering at that time 1600 miles of
road. He resigned his position with the railway in 1898 and
engaged in private practice. After 2 years spent in hydro-
electric development he returned to railway work in 1900
with the Central Vermont Railroad and was successively
employed with the Grand Trunk Western at Detroit, and
the D.L. & W. at Newark.
In 1904 he engaged in the construction of subways and
tunnels in the United States and from there on was con-
nected with some very outstanding projects. From 1905 to
1908 he was works manager for the Hudson and Man-
hattan Railroad and in this capacity was in full charge of
the construction of two tunnels under the Hudson river
and all connected work. From 1910 to 1913 he was superin-
tending engineer on construction of Hale's Bar Dam
Tennessee. From 1913 to 1915 he was works manager on
construction of subways in New York.
In 1915 the consulting firm of Fitzhugh-Crowley was
established in New York with Mr. Crowley as vice-president
and chief engineer. In this capacity he carried out a success-
ful practice in New York as railway and construction con-
sultant until 1924 when he returned to Canada and was
engaged by the City of Toronto on subway work. Mr.
Crowley had retired from active practice several years ago
and was living in Toronto.
Mr. Crowley was one of the early members of the Institute
having joined as an Associate Member in 1887. He had
been transferred to a Member in 1889 and had been made
a Life Member in 1932.
Robert Livingstone, m.e.i.c, pioneer mining engineer in
Alberta, died in the hospital at Lethbridge, on April 10,
1923. He was chairman of the Lethbridge Branch in 1925-26
and was a councillor of the Institute in 1928. He was also a
member of the Association of Professional Engineers of
Alberta which he represented in the Senate of the University
of Alberta during eight years.
Lewis Redman Ord, m.e.i.c, died at his home in Toronto
on December 27, 1942. He was born on October 17, 1886, at
Toronto. He was educated at Goderich Grammar School
and engaged in surveying work in 1872.
In 1874-75 he was on special survey under Lindsay
Russell, assistant surveyor-general, Manitoba; in 1876-80,
on geological survey of Canada; 1881 on special survey;
in 1882, as Dominion land surveyor, on township outline
of the plains; in 1882-3-4, as Dominion land surveyor in
N.W.T., plains, Battle river and Edmonton district; in
1885, instrumental in formation of D.L.S. (Dominion Land
Surveyors) Corps, during Riel Rebellion, was at Batoche;
1886-7-8, surveys on Canadian Pacific Railway; in 1889-90,
work in Florida; 1891-92 B.A.F.C. del Sud, on location and
construction in Argentina, S. America; 1893-99, location
and construction, Florida East Coast Railway; 1900-1-2,
Great Northern Railway, location and construction in
Quebec; 1903-4-5-6, Grand Trunk Pacific, reconnaissance
and location north of Kenora, Edmonton and Pine River
Pass to summit of Bulkley, B.C.; 1907, sub-division land
surveys, Lakes Winnipeg and Manitoba; short reconnais-
sance, Hudson Bay Railway, north of the Pas Mission;
subdivision township surveys, Manitoba; stadia survey of
Lake le Rouge, north of Prince Albert, Dominion Lands;
stadia survey of islands of Georgian Bay, Ontario Lands
and Forests; 1910 winter subdivision of Townships, Ed-
monton and Athabaska Landing; sen-ice of Messrs. Price
368
June, 1943 THE ENGINEERING JOURNAL
Bros., lumber and pulpwood, Quebec; 1913-14, construction
of railway ferry dock, Quebec.
1915-27, survey practice in Barrie.
From 1928 to 1932, he was with the Ontario Hydro-
Electric Power Commission.
Mr. Ord joined the Institute as a Member in 1897. He
was a charter member of the Toronto Branch.
Cyril Barron Symes, m.e.i.c, city engineer of Fort
William, Ont., died suddenly on April 26, 1943. He was
born at Winnipeg, Man., on May 10, 1888 and went with his
parents to Fort William ten years later. He was educated at
the Fort William Collegiate and later took correspondence
courses in engineering.
Following his graduation he started work under J. L.
Davidson, who was then town engineer. With Mr. Davidson
as engineer, Mr. Symes started on the survey for the
Kaministiquia Power Company, and was employed until the
construction was completed in 1906. At this time he entered
the town's services as an instrument man on construction
of the Loch Lomond water supply, under H. S. Hancock,
city engineer. Mr. Symes was made assistant and acting
engineer in 1917, and city engineer in 1918.
He was responsible for the paving of the city and cement
sidewalks. He relayed the sewage system in the north end
of the city, gradually changing it. The sewage disposal
system was erected under his supervision three years ago.
Paying tribute to the city engineer, Mayor Garfield
Anderson said that Mr. Symes was conscientious about his
duties, endeavoring at all times to protect the interests of
the city. "He is one of the oldtime city employees and will
be greatly missed not only by his fellow workers but the
citizens as a whole."
Mr. Symes joined the Institute as an Associate Member in
1922 and he became a Member in 1940.
News of the Branches.
BORDER CITIES BRANCH
W. R. Stickney
J. F. Blowey
M.E.I.C.
M.E.I.C.
Secretary ■ Treasurer
Branch News Editor
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
The monthly dinner meeting of the Border Cities Branch
was held at the Prince Edward Hotel on Friday, March 19,
at 6.45 p.m. Thirty-two members and guests were present
for the dinner and ten additional attended the meeting
afterward.
The chairman called on Mr. MacQuarrie to introduce the
speaker of the evening, Mr. R. B. Young, assistant chief
testing engineer for the Hydro-Electric Power Commission
of Ontario, whose subject was Recent Developments in
Concrete Technology. Mr. Young is the author of many
papers dealing with cements and is an internationally recog-
nized authority on the subject of concrete mi vtures.
In the early days of the cement industry there were many
kinds of cements, but an organized effort eliminated indiv-
idual specifications, and in 1921 the Committee on Cement
of the A.S.T.M. drew up a specification which provided for
only one grade of cement to be known as Portland cement.
But about this time there began the gradual development
of special cements, each designed for a specific purpose.
About the first o these were aluminous cements whose
principal property was the ability to gain strength very
rapidly; following this came masonry cements having two
properties in common, a high degree of plasticity and capa-
city to retain water.
After the discovery that serious internal cracks may be
caused in large concrete structures by the development of
a large amount of heat during setting, a low-heat cement
was developed, and later on a modified low heat cement
which, because it would not take so long to harden and
cure, was more suitable for many types of construction
such as in cold weather. The latter has been used to a
limited extent in Canada.
At the same time there came on the market another type
of Portland cement to meet the demand for one resistant
to alkali attack. Kalicrete, one of these, was developed in
Canada and others were developed in the U.S. and called
sulphate-resisting cements.
The latest development is treated cement; this is one to
which a foreign material has been added to give it some
desired property not otherwise possessed. Such substances
as beef tallow, crusher oil and vinsol resin, when added in
minute amounts to cements, decrease its strength but in-
crease the plasticity of the concrete and increase its resist-
ance to freezing and thawing, and when used in pavement
slabs increase its resistance to scaling caused by repeated
applications of chloride salts.
Originally it was thought that in aggregate for cement,
the sand grains should be of graded size with coarser grains
predominating. It was learned, however, that concrete made
from coarse sands was harder to work, segregated more
readily and was difficult to finish. Later, as engineers realized
the importance of a truly workable concrete âild the part
the finer materials in the aggregate played in obtaining it,
there came a demand for more fines in the sand and better
concrete is the result.
Another new development in the manufacture of cement
is the application of absorptive form linings for removing
water from concrete immediately after setting. Several
methods have been used but the practical use of most of
them is limited; the H.E.P.C. of Ontario have used absorp-
tive wall boards covered with cheese cloth which will re-
move water from the surface of concrete to about a depth
of one-half inch, giving it what amounts to a case hardening.
Such surfaces are more resistant to severe exposure, erosion
or frost action.
In conclusion, Mr. Young stated that good concrete is
much more prevalent now than a few years ago. Education
has been partly responsible for this improvement but so
has the ready-mix industry which has carried the precise
methods of the large well-engineered concrete job into towns
and cities and taught engineers and architects what concrete
should be. The best of concrete can be ruined in handling
and placing and workmanship is still a major factor in ob-
taining a satisfactory product, so that craftsmanship must
not be forgotten to ensure quality in our structures and
machines.
Many interesting slides of different structures and roads
in various lengths of service were shown during the lecture.
EDMONTON BRANCH
F. R. Burfield, m.e.i.c. - Secretary-Treasurer
L. A. Thohssen, m.e.i.c. - Branch News Editor
The April meeting of the Edmonton Branch of the Insti-
tute was held in the drawing room of the Macdonald Hotel
on April 29, 1943, at 6.30 p.m. It was preceded by a dinner
for 67 members and visitors. The business of the meeting
included the selection of a new slate of officers for the 1943-
44 season. The personnel of the new executive is listed on
p. 333.
The retiring chairman, Mr. D. Hutchison, gave a brief
review of the past session activities before turning over the
chair to his successor, Mr. C. W. Carry of the Standard
Iron Works. The speaker of the evening was Mr. L. A.
Thorssen, who gave an interesting and instructive talk illus-
trated by slides of the hydro-electric development recently
constructed at Shipshaw in Quebec.
THE ENGINEERING JOURNAL June, 1943
369
PRESIDENTIAL VISIT TO HALIFAX BRANCH
Head table, right to left: I. P. Macnab, Hon. L. D. Currie,
General Secretary L. Austin Wright, Chairman A. E. Flynn,
the president, Pro-Mayor Alderman G. E. Kinlev and
Dr. F. H. Sexton.
Chairman A. E. Flynn with the president
and Dr. Sexton in the background.
Council meeting of Association, Dr. A. E.
Cameron presiding. S. W. Gray in fore-
ground and President K. M. Cameron on
the chairman's left.
At Association Council meeting — from
left to right: C. Scrymgeour, L. E. Mit-
chell, Michael Dwyer, F. W. W. Doane,
I. P. Macnab, S. W. Gray and President
A. E. Cameron.
Michael Dwyer and K. L. Dawson.
First chairman of Branch, F. A. Bowman with P. A.
Lovett on his right and D. C. V. Duff on his left.
370
June, 1943 THE ENGINEERING JOURNAL
HAMILTON BRANCH
W. E. Brown, m.e.i.c.
L. C. Sentance, m.e.i.c.
Secretary-Treasurer
Branch News Editor
Wednesday, May 19, marked the occasion of the official
visit of President K. M. Cameron to the Hamilton Branch;
Dr. L. A. Wright, general secretary, accompanied Mr.
Cameron. After a tour of Hamilton industrial plants, the
presidential party repaired to McMaster University, where
dinner was served to some sixty members and guests.
T. S. Glover, chairman of the Hamilton Branch
T. S. Glover, branch chairman, presided, and opened the
meeting proper by introducing H. F. Bennett, chairman of
the special Institute committee on the young engineer. Mr.
Bennett spoke briefly on the work of his committee.
H. A. Cooch introduced President Cameron to the assem-
blage as eminently qualified to speak on The Engineer and
Post- War Construction.
Mr. Cameron prefaced his remarks with information re-
garding the recent extension of Institute interests and ac-
tivities as evidenced by the formation of committees to
study problems of a sociological nature. The work of the
Government Advisory Committee on Post-war Reconstruc-
tion was briefly described, and due tribute paid to Dr. James.
The duty of the Sub-committee on Construction Projects
was described as the investigation of construction projects
which might be instigated after the war, for the alleviation
of unemployment problems. On the basis of the present
situation, rehabilitation of 600,000 members of the armed
forces, and approximately 500,000 civilian workers who had
not been employed in industry prior to the present emerg-
ency, must be accomplished. The fallacy of embarking on a
construction programme principally as a panacea of unem-
ployment was pointed out as the fact that some construc-
tional projects, when completed, often make no further
contribution to the community.
The speaker stressed the importance of a vigorous and
realistic attack upon the problems of rehabilitation — such
efforts, however, to be tempered always by the unfortunate
experiences of the period subsequent to 1918.
The successful accomplishment of the desired end depends
on the determined execution of a plan, and the engineer, as
the advocate of most careful and timely planning, must ever
strive to impress upon the proper authorities the wisdom of,
From right to left: A. H. Wingfield, H. F. Bennett, Alex. Love,
L. Austin Wright, T. S. Glover, K. M. Cameron, H. A. Cooch
and the necessity for the early and complete preparation of
their course of action.
Dr. L. A. Wright, general secretary, gave a brief report
of Institute affairs, covering membership, finances, and
committee activities. Special attention was being given, Dr.
Wright stated, to the position of the engineer in the armed
forces.
W. L. McFaul suitably expressed, to Mr. Cameron and
to Dr. Wright, the thanks of the 75 members and friends
who were present.
Through the courtesy of Mr. D. M. Chisholm, sales man-
ager of the Norton Company of Canada, two interesting
and informative films on the manufacture and use of
abrasives, were shown.
LAKEHEAD BRANCH
W. C. BYERS, Jr.M.E.I.C
R. B. Chandler, m.e.i.c.
Secretary-Treasurer
Branch News Editor
A dinner meeting of the Lakehead Branch was held in
the New York Lunch at Fort William on April 29, commenc-
ing at 6.30 p.m.
The chairman, Miss E. M. G. MacGill, presided at the
meeting.
W. H. Small paid tribute to the late G B. Symes, city
engineer of Fort William, whose sudden death occurred on
April 26. A moment of silence was observed in honour of
Mr. Symes.
The speaker of the evening was Mr. A. D. Norton, chief
tool designer and methods supervisor at the Canadian Car
and Foundry Co. Ltd. in Fort William. The title of his
address was A General Survey of Aircraft Tooling
Problems.
He described the breaking down of the aircraft into its
various components and working out of the sub-assemblies
and the preparation of a programme of tooling to produce
the correct number of parts in the required time. The
development of several basic tools and jigs was discussed
and illustrated. He pointed out the importance of the time
element for each operation, and showed how thousands of
man-hours can be saved in the construction of an aircraft.
MONCTON BRANCH
V. C. Blaokett. m.e.i.c.
Secretary-Treasurer
Technicolour films depicting engineering construction,
under northern conditions, were shown at a meeting of the
Engineering Society of Mount Allison University, held on
April 13. The films were taken to Sackville by H. J. Grudge
and V. C. Blackett, chairman and secretary respectively of
the Moncton Branch. James Fraser, president of the
Engineering Society, presided at the meeting.
On April 14th, a dinner meeting was held in honour of
Mr. K. M. Cameron, president of the Engineering Institute
THE ENGINEERING JOURNAL June, 1943
371
L. A
MONTREAL BRANCH
Duchastel, m.e.i.c. - Secretary-T 'reasurer
Chairman H. J. Grudge of Moncton welcomes President K. M.
Cameron, seated on his right with Councillor G. L. Dickson. At
opposite end of the tahle is Past-President H. W. McKiel
of Canada. H. J. Crudge, chairman of the branch, presided.
Thirty-four members and guests were present. During the
course of the dinner, vocal selections were rendered by
LAC Griffith John and Corporal George Pry de, both of
the R.A.F.
Councillor N. B. MacRostie, the first speaker, conveyed
the greetings of the Ottawa Branch to the meeting.
President Cameron in a short, humourous address, told
of the progress of the Institute since its organization over
60 years ago, and of the problems it had faced. He gave a
résumé of the present "all out" war effort of Canadian
engineers and the assistance and encouragement given them
by the Institute. Chief among wartime committees men-
tioned were, the Wartime Bureau of Technical Personnel
and the Post-War Planning Committee. Special reference
was made to the work of the committee that had pressed
for Government action in raising salaries of engineers in
the Civil Service to a level comparable with that maintained
in industry. The president predicted that there would be
repercussions in other Government services and in the
Government railways.
Mr. Cameron was followed by Dean McKiel, who spoke
in appreciation of the president.
The general secretary, Dr. L. Austin Wright, was con-
gratulated by the chairman, on the degree recently conferred
upon him, an honour well merited. Dr. Wright spoke briefly
on the status of engineers in the armed services and the
progress that had been made in obtaining for them the same
recognition as was given members of the other professions.
The meeting closed with the singing of the national
anthem.
Moving pictures dealing with engineering projects in
Labrador were shown at a branch meeting held in the City
Hall, on April 20. A vote of thanks to Major A. S. Donald
for obtaining the loan of the films, was moved by C. S. G.
Rogers and seconded by G. E. Smith.
Summary of the meetings held lately by the Montreal
Branch :
March 4th, 1943— Launching of 10,000 Ton Cargo
Vessels, by P. G. A. Brault. The paper dealt with the
launching computations and local yard conditions which
affect the launching cradle design. It described the cradle
construction adopted, and the author discussed the results
of observations taken at actual launchings during 1942.
The paper was illustrated with slides.
March 11th, 1943— The Technician at War, by Dr.
H. G. Littler. The paper dealt with the effects of the war on
technicians generally, and in particular, with the relations
between technicians and the rest of society, as modified by
economic changes accelerated by the war.
March 18th, 1943 — Modern Engineering in Timber,
by Carson F. Morrison. The paper dealt with many phases
of the design of structures built of timber and included the
use of timber connectors, as well as glued laminated con-
struction. The paper was illustrated with examples of some
of the latest structures, and samples of typical joints were
exhibited.
March 25th, 1943 — Wartime Chemicals and Explo-
sives Programme — Harold Crabtree. Mr. Crabtree is
president of Allied War Supplies Corporation and his paper
dealt with the organization of the chemicals, explosives and
ammunition production programme. A tropical motion
picture was shown.
April 1st, 1943 — Pre-stressed Concrete — A. J. Durelli.
The speaker, an Argentinian engineer, spoke on the general
methods of pre-stressed concrete design and construction,
and mentioned the research work he was doing at Ecole
Polytechnique, where he was delivering a course of lectures.
The presidential party stopped at St. Francis Xavier University,
Antigonish, on their way to Sydney. From left to right: General
Secretary L. Austin Wright, Ô. S. Cox, G. T. Clarke, President
K. 1M. Cameron, Rev. Dr. P. J. Nicholson and Father Clarke
V
j^gj^B fl
From left to right: W. R. Godfrey, T. D. Pickard, C. W. Milton,
C. C. Torrens, C. Reuhen, 11. J. Chapman; in the foreground,
G. E. Smith
The hoys at St. F-X. listen with keen interest to President
Cameron
372
June, 1943 THE ENGINEERING JOURNAL
THE PRESIDENT VISITS THE CAPE BRETON BRANCH
Left to right: Col. J. A. McDonald, W. E. Clarke, C. M.
Anson, T. L. McCall, J. H. Fraser and S. C. Mifflen,
secretary-treasurer.
Head table, left to right: Lieut. -Colonel Dobbie, the
president, F. W. Gray, the general secretary and Capt.
Schwerdt, R.N.
Left to right: C.V. Dunne, C. M. Smyth, M. F. Cossitt,
W. A. McDonald, G. T. Clarke.
PETERBOROUGH BRANCH
A. R. Jones, m.e.i.c. - Secretary-Treasurer
J. F. Osborn, Jr.E.i.o. - Branch News Editor
Two papers were presented at the Students and Junior
Night, Thursday, May 6th.
A. C. Northover spoke on New Methods and Substitute
Materials in Wartime Construction. Regulations on the
conservation of metal products have forced the increased
use of less vital materials such as timber, concrete, brick.
For structures, the factors most prominent in the choice of
methods and materials are floor loadings and spans. Timber
construction is the cheapest — in the order of 20 per cent
under reinforced concrete. Refinements in timber con-
struction have tended to make it even more serviceable
than in the past. Of particular interest is the development of
timber connectors such as the Teco connector which
eliminates a substantial number of bolts and results in a
more efficient joint. These are small metal rings of various
shapes that are set into the wood about the bolts and
distribute the stress. Economies may run from 10 to 50
per cent over truss construction with bolts and plates.
Glued wood construction as applied to trusses, beams and
columns was described in full. Large sections are built up
from comparatively thin pieces of timber which are glued
together, pressure being applied by either nails or clamps to
permit proper setting of the glue.
In concrete constructions, sections are being made heavier
to reduce the content of reinforcing steel. In another field,
soil cement blocks promise to be a useful material, slightly
cheaper than concrete. They have much better insulating
properties and do not require gravel or stone, a consideration
in localities where these materials are scarce. Much has
been said about the use of plastics in construction but at
the present time the two severest handicaps are cost and
methods of fastening.
Mr. Northover told how large buildings were being
Left to right: Otis Cox, A. McDonald and D. S. Morrison.
erected of non-critical material with negligible use of metal
for fittings, nails, connectors and such other details only.
G. M. McHenry's paper Some Aspects of Boulder Dam
Project was of a more general character. The speaker con-
fined himself to the treatment of unusual or unique features
of the development rather than attempting a comprehensive
report.
The Colorado river on which the dam is located has two
distinguishing features. The variation of stream flow from
spring to autumn is enormous and the quantity of silt in the
water may run as high as 15 per cent by weight. For this
reason the river without extensive control was useless for
power or irrigation. Now, the storage basin for the boulder
dam will hold two years flow so it not only furnishes a
uniform supply of water for power but also serves as a
sedimentation basin freeing the water of silt so that it may
be used for irrigation projects. A third utility is served by
the system as it provides a source of municipal water
supply.
The prodigies of engineering and construction performed
by a western syndicate has been amply described in various
publications. Mr. McHenry, however, presented a few
figures to enable the audience to visualize the scale of
operations. Interesting sidelights were the erection of a
cement mill and a rolling mill on the site. Some excellent
kodachrome slides revealed that the whole project blends
harmoniously with the locale.
Something over a million and a quarter is immediately
involved and the use of all this power introduces some
features of interest in the distribution system. Operation
and distribution of power from individual machines is
allotted to four separate bodies, although power may be
transferred from any machine to any system if required.
Due to complications involved by several operating con-
cerns and other factors, the distribution system has highly
refined automatic features. Distances involved caused the
THE ENGINEERING JOURNAL June, 1943
373
PRESIDENTIAL VISIT TO FREDERICTON
In[Memorial Hall. Dr. Turner
opens'jthe meeting and B. H.
Downman, president of En-
gineering Society welcomes
the president.
Student engineers in Univer-
sity Air Training Corps.
Extreme rightfront Sgt. T. H.
McSorley, 1944 President of
Eng. Soc.
Very back alone G. H. Loane,
Winner Institute Prize, 1942.
H. W. McFarlane' thanks the
visitors. Also visible are R. F.
Coffin, D. H. Green, J. J.
Donohue, J. A. Turnbull,
I. M. Beattie and E. Mean.
"And we'll all have tea." Dr.
and Mrs. Turner entertain at
their home.
Left to right: J. P. Mooney,
D. R. Smith, Prof. Harry
Moore, Mrs. Mackenzie,
Mrs. Turner, K. M. Cam-
eron, M. W. Black.
choice of 287 Kv., a record high voltage for use in
transmission.
Despite the large sum involved and in addition to the
public benefits with no money return, the project will be self
liquidating over a period of 50 years. If no further precau-
tions are taken the silt will destroy the usefulness of the
storage basin in about 100 years. The speaker concluded
that the U.S. could scarcely have afforded to pass up the
construction of such a beneficial system as that at Boulder
Dam.
SAINT JOHN BRANCH
(i. \Y. Griffin, m.e.i.c.
Secretcury-Trt asun i
The Saint John Branch was visited by Mr. K. M.
Cameron, president of the Institute; Dr. L. Austin Wright,
general secretary, and other members of Council, on April
15th, 16th and 17th.
The present healthy relations between the Institute
branches and the professional associations was Mr. Camer-
on's theme in addressing the Saint John Branch at a supper
meeting held in his honour on the evening of 16th April.
Every step should be taken to further this relationship,
he observed, declaring that both bodies have the same ob-
jective, advancement of professional engineering in Canada.
"The Association is a necessity" stated Mr. Cameron "and
is entitled to the enthusiastic support of the Institute."
The president was in disagreement with the belief in
some circles that a "super organization" was required to
speak for the profession. This was to be in addition to the
existing bodies. There would be very little gained but rather
the Institute stood to lose much of the prestige which it
had gained over its 60-year period of existence as the repre-
sentative engineering body in Canada, he thought.
The meeting was presided over by A. O. Wolff, vice-
chairman of the Branch and other speakers were Mayor
C. R. Wasson, Professor E. 0. Turner, president, Associa-
tion of Professional Engineers of New Brunswick ; Professor
H. W. McKiel, Mount Allison University, past president
of the Institute; Dr. Wright; Messrs. N. B. MacRostie,
Ottawa, G. G. Murdoch and John H. Flood, Saint John.
Other special guests were Capt. C. J. Stuart, R.C.N.R.,
Naval Officer in charge, Saint John; F/0 C. M. Campbell,
Station Adjutant, R.C.A.F., Saint John; and S. R. Anderson,
Toronto. There were also many members from Fredericton
and several from Moncton.
Arriving from Moncton on the morning of the 15th, Mr.
Cameron and party accompanied by the executive of the
Saint John Branch drove to Fredericton where a luncheon
was arranged by Professor E. 0. Turner for the party. Some
75 persons attended the affair, including many Fredericton
members and students from the University of New Bruns-
wick. So enthusiastic was the student body regarding Mr.
Cameron's visit that many were unable to gain access to
the luncheon.
In the afternoon, Mr. Cameron addressed the Engineering
Society of U.N.B. He outlined the problems facing the
youth of today going out into the world. He had confidence
that they would be equal to the tasks confronting them
and expressed the opinion that "the present generation will
be the salvation of this country."
Dr. Wright spoke regarding conditions of uncertainty
under which science students graduating from Canadian
universities had worked this year and told of steps the
Institute had taken to clarify the situation. Speaking of
decisions reached by the Wartime Bureau of Technical Per-
sonnel regarding the placing of science graduates this year,
Dr. Wright said that those who did not enter the armed
forces would be assigned to industry.
Affiliations of the Institute with similar bodies in the
United Kingdom and United States were spoken of by
Dr. Wright who impressed on the graduating class the duty
that was theirs in upholding the fine reputation which
Canadian engineering enjoyed in other countries.
After an inspection of the University buildings the presi-
374
June, 1943 THE ENGINEERING JOURNAL
THE PRESIDENT VISITS THE SAINT JOHN BRANCH
Alex. Gray, N. B. MacRostie and Past-President
H. W. McKie! dine together.
The president speaks. Oscar Wolff on his left and
Capt. C. J. Stuart, R.C.N.R. on his right.
Head table: left to right: the president,' Chairman
A. O. Wolff, Mayor C. R. Wasson, F/O C. M. Camp-
bell, and Dr. E. O. Turner,*president of the Asso-
ciation of Professional Engineers of New Brunswick.
F. A. Patriquen, G. L. Phillips, G. W. Griffin, F/Lt.
F. H. C. Sefton, C. C. Kirby and John Warner.
W. J. Lawson, W. D. MacDonald, J. G. Bishop, H.
Stephenson, H. C. Lawton and F. P. Vaughan.
rV t
c
■f« -"3*
* *..
V. S. Chesnut, J. M. Lamb, E. B. Martin, J. N. Flood,
S. Hogg and T. S. Moffat.
dential party enjoyed afternoon tea at the home of Pro-
fessor and Mrs. Turner.
Saturday, 17th April, was devoted entirely to a Council
meeting presided over by President Cameron. Councillors
from Montreal, Ottawa, and Toronto attended, together
with representatives of all the maritime branches. Members
of the executive of the Saint John Branch were present as
guests.
The Saint John Branch held its annual supper and busi-
ness meeting on May 11th at the Admiral Beatty Hotel.
There were 29 members present.
After the supper two very interesting films were shown,
one being a General Electric sound picture entitled "Rail-
roadin' "; the other one of the "Canada Carries On" series,
entitled "The Battle of Brains." The business meeting was'
then called to order. As a result of the election, officers
elected for the year 1943-44 are listed on page 333.
SASKATCHEWAN BRANCH
Stewart Young, m.e.i.c.
Secretary-Treasurer
The Saskatchewan Branch met jointly with the Asso-
ciation of Professional Engineers in the Saskatchewan Hotel,
Regina, on the evening of May 20 to welcome W. P. Dobson,
president, Dominion Council of Professional Engineers,
G. G. Murdoch, vice-president (Maritimes) E.I.C. and
W. R. McCaffrey, secretary, Canadian Engineering Stand-
ards Association. In attendance also were members of the
Saskatchewan Section, A.I.E.E. The meeting was preceded
by a dinner at which the attendance was 40.
After stating the purpose of the meeting, Chairman-
President A. M. Macgillivray introduced G. G. Murdoch
who conveyed greeting from the Maritime Branches and
Associations. He also expressed appreciation of attendance
at a joint executive-council meeting of the Saskatchewan
Branch and the Association of Professional Engineers.
THE ENGINEERING JOURNAL June, 1943
375
W. R. McCaffrey, secretary, Canadian Engineering
Standards Association, was introduced by J. R. Young,
secretary, Saskatchewan Section, A.I.E.E. Colonel
McCaffrey outlined the activities of the Association and
requested the support of Saskatchewan engineers when
called upon to assist in committee work under the
association.
The various codes are drawn by men representing con-
sumer and producer interests in all the provinces of Canada.
When war broke out a demand arose for British standard
specifications. Copies of these are now carried by the
association for use of those Canadian industries manufac-
turing goods for British consumption.
Shortage of materials has caused revision of many code
rules to provide for the use of substitutes. The procedure is
through an emergency committee which establishes the
use subject to ratification by the regular standing com-
mittee having charge of the particular code.
The main speaker of the evening, W. P. Dobson, was
introduced by D. A. R. McCannel, past president, Dominion
Council of Professional Engineers.
Mr. Dobson, taking as his subject Science in a Chang-
ing World, stated that there had been two main causes
of the development of scientific thought during the past two
hundred years: neglect or the setting aside of (1) the
authority of opinion and (2) emotional effect.
Prior to the period of the renaissance, scholasticism,
based on argumentation had prevailed. Supplanted by
research based on reason and experiment, science had
developed to the point where it might be expected to
influence government and offset or overcome the creation
of public opinion by political demagogues. Statesmen, in
general, do not understand the impact of science on society;
otherwise greater thought would have been given to the
solving of our present social difficulties. The application of
scientific method to government is essential. Our problems
must be studied from the point of view of search for truth
rather than any preconceived notion of political or party
prejudice. In this respect engineers could so exert pressure
on the education of the coming generation as to compel
leaders of public opinion to take into account the scientific
approach to world problems.
In thanking the speakers, Professor R. A. Spencer,
acting dean of engineering, University of Saskatchewan,
pointed out that, in many instances, high placed executives
are now engineers, a condition not in existence a few years
ago; and, further, notwithstanding the rapid scientific
advancement of recent years, many of our high placed
executives are ignorant of fundamentals; the inference to
be drawn being that the scientifically trained mind will
gradually supercede.
SAULT STE. MARIE BRANCH
0. A. Evans, m.e.i.c.
Secretary-Treasurer
The fourth general meeting for the year, 1943, was held
in the Lounge Room of the Windsor Hotel on Friday,
April 30, 1943 at 6.45 p.m., when sixteen members and
guests sat down to dinner.
An item arising out of the minutes re "Engineers Pay in
Government Service" was discussed. E. M. MacQuarrie,
felt that engineers in the employ of the Government receive
ridiculously low salaries for their services. He then moved
the following motion which was seconded by L. R. Brown,
and amended by A. M. Wilson. "In the interest of the
Dominion of Canada, the Sault Ste. Marie Branch of The
Engineering Institute of Canada is strongly of the opinion
that engineers in the Government employ should be men of
outstanding talent. As it is impossible to secure and retain
the services of men of the highest calibre at the present
inadequate scale of remuneration, we urge the Government
to pay salaries to engineers which are more in line with those
paid in the business world for similar work and respon-
sibilities."
K. G. Ross, spoke on the motion for some time. He felt
that as Canada is a pioneer country it would need men of
excellent talents and top notch engineers should be amongst
them, and the Government, which was a large employer of
talents of all kinds could not keep capable men in their
employ, if they continued to pay meagre salaries.
The chairman N. C. Cowie, introduced the speaker of the
evening W. C. Buller, manager of the Dominion Oxygen
Company. Mr. Buller had a number of films depicting
the cutting of shapes by the oxy-acetylene torch and on
flame priming and flame hardening which clearly illustrated
the rapid strides that are being made in this branch of
industry. Mr. Buller praised the co-operation of the indus-
tries in the Sault. At the conclusion of the films the speaker
was asked numerous questions relative to oxy-acetylene
work.
C. J. Ferguson, in moving a vote of thanks to the speaker
said that he had attended few meetings which held the
general interest of the people so well.
TORONTO BRANCH
Junior Section
The April meeting of the Junior Section of the Toronto
Branch was a dinner held at Diana Sweets, Bloor and
Avenue Road on the 22nd. Mr. Van Winckle presided.
Approximately 74 attended, including the Executive of the
Toronto Branch. Professor Legget after saying a few
words on behalf of Dean Young regarding the military rank
of engineering graduates entering the armed services,
introduced Mr. Laughlin who presented our section with a
minute book on behalf of the branch executive.
The subject of the evening was Reconstruction, and
the speakers, Mr. John Lang '35 Architecture U. of T. and
Mr. E. A. Ricker, Planning Section, H.E.P.C. Mr. Lang
spoke on the planning of towns of 5,000 to 7,000 persons
where building obsolescence is extremely high, and little
planning has been done. Larger parks should be provided,
neighborhood units created, towns kept as compact as
possible and planned on the basis of utility. Mr. Ricker
reviewed Mr. Paul Ackerman's address before the A.I.E.E.
entitled Industrial Democracy and its Survival. It was
stated that in order to provide full employment the working
life of man must be shortened to 20 years with a very
extensive social security programme to encourage spending.
A lively discussion, showing the wide diversity of opinion
on the general subject, took place.
VANCOUVER BRANCH
P. B. Stroyan, M.E.I.C. - Secretary-Treasurer
Archibald Peebles, m.e.i.c. - T ranch Neios Editor
The subject of the address at the April meeting of the
branch was The Weyerhaeuser Hydraulic Barker and
Log Chipping Unit. The speaker was D. Keith MacBain,
chief engineer, Pulp Division, Weyerhaeuser Timber Co.,
Everett and Longview, Wash.
The new hydraulic barking and chipping unit recently
put into operation at the Everett pulp mill of the Weyer-
haeuser Timber Co. is a revolutionary development in the
method of producing chips for high grade wood pulp.
Embodying a new principle for removing the bark from
pulp logs it is quite different from the conventional tumbling
barkers used by most mills. A great deal of research work
was required before the idea could be translated into a
smooth working and efficient unit. The principle employed
is to use high pressure hydraulic jets to disintegrate the
bark, leaving the log virtually clean. The idea was first
discussed in 1931 and experimental work was begun in 1935.
It was found that bark could be readily removed by high
pressure jets suitably located. Other problems were intro-
duced, especially the handling of the log to make efficient
use of the water jets.
Two half-inch nozzles of chrome plated steel are set about
five inches apart and placed below the log to direct streams
upward against the bark. The jets are mounted on a mov-
ing carriage which travels along the log at a rate of 24 ft .
per sec, then reverses in one-half second for a return pass.
376
June, 191.1 THE ENGINEERING JOURNAL
An eight-inch strip of bark is removed at each pass, and
during the half second reversal period the log is indexed
or rotated a suitable amount for removal of the next eight-
inch strip of bark. Jet pressure is 1,450 lb. per sq. in. and
875 gal. per min. are used. The pump which provides this
water is driven by a 1,000 hp. motor at 3,600 r.p.m. Logs
from 9 to 72 in. in diam., and from 11 to 26 ft. in length
can be handled by the barker. Logs 20 in. diam. are barked
at the rate of 3 per minute. The average capacity of the
unit is 30,000 board ft. per hour, though it can handle
60,000 board ft. per hour. The difference is due to irregu-
larities in feeding logs to the nozzles. The outer bark and
also the tough inner bark or cambium layer are removed,
without damage to the wood beneath. This is in contrast
to the drum barker, which destroys from x/i to %/i of an
inch of wood before the bark is completely removed from the
log. In large scale production this becomes an important item .
In Pacific Coast pulp mills where large logs are used, they
are cut into blocks of various sizes before going to the
chipping machines. The blocks are usually the same size as
those fed to grinders for mechanical pulp in those mills
which manufacture newsprint. In the present case the logs
are not cut, except those too large in diameter for the
chipper disc. These are sawn with a band saw in the usual
manner, except that the carriage is operated by the sawyer,
as automatic setting dogs are used. The chipping unit is
conventional in type but very much larger than any here-
tofore used. The disc carrying the four knives is 171 in. in
diam. and 103^2 m- thick. It weighs 38 tons and is driven
at 240 r.p.m. by a 1,000 hp. induction motor. The disc and
motor rotor, shafting, etc., together weigh 47 tons. This
tremendous size was used for its flywheel action, absorbing
any irregularities in log size, toughness, or rate of feed.
Timken bearings, 26 in. outside diam. are used. Logs are
fed to the chipper at 60 ft. per min. by a conveyor, and
chips are removed from beneath the disc on a 60-inch chain
conveyor and a 60-in. belt.
Owing to priority troubles it was difficult to secure
materials and machinery for this new plant. Steel could
not be obtained for the chipper disc, so it was built up by
laminating half-inch plates. These were salvage from the
ill-fated Tacoma Narrows bridge. The plate edges were sol-
idly welded on the outer rim, on the inner rim around the
shaft housing, and around the knife slots. They were also
plug welded through holes already in the plates used. A
one-inch rim was then shrunk on the outside and the com-
plete disc machined to balance. In operation, the knives
are pointed by a portable grinder three times per day, and
changed twice each day during the meal hour shut downs.
The disc can be brought up to speed or stopped from full
speed in 67 sec. Braking is accomplished by reverse cur-
rent through the motor.
The most difficult problems in the design of this new
plant were those of handling and control. Electric power
and oil hydraulic power were used in place of the more
common air and steam used in pulp mills. The various
operations of the barker and chipper units with the various
log handling devices required, are programmed and occur
automatically through the use of relays on the switchboard.
While the power factor is somethat upset by the two 1 ,000
hp. motors used, fluctuations are relatively small and are
easily handled by the generators in the mill power plant.
The entire equipment is housed in a new structure which
employs a much higher type of construction than most
sawmill buildings. Treated piling and timber is used
throughout, with concrete floors and reinforced concrete
machinery footings. The cost of the new plant was high,
partly by reason of its experimental nature, and partly
owing to difficulty in securing labour and materials. A
second installation could probably be built under normal
conditions for about half the sum required in this instance.
Following are a few comparative figures showing the in-
crease in efficiency over the old methods and plant, which
is now inactive :
Old Plant New Plant
Water used per day 555,000 gals. 550,000 gals.
Men to operate plant 78 20
Man-hours per ton of chips ... 1 . 04 0 . 29
Loss in wood 19.16% 4.77%
Power consumption 1,810 k.w. 1,700 k.w.
The speaker illustrated his address with 400 ft. of film
and many excellent photographs. Questions from the audi-
ence brought out many details and gave everyone an excel-
lent picture of this remarkable addition to the pulp making
industry. Mr. W. N. Kelly, branch chairman, presided, and
a vote of thanks was proposed by W. H. Powell. About 40
members were present.
At a meeting on Monday, May 17, in the Medical-Dental
Building, Harry C. Anderson, assistant chief engineer of
the Department of Public Works of B.C., gave an address
on The Alaska Highway. Mr. Anderson visited the south-
ern end of the project last year when construction was in
its early stages, and had excellent opportunities of seeing
the organization and methods used, as well as some of the
results.
The speed with which men and materials were assembled
and put to work is a striking tribute to the organization
of the U.S. Corps of Engineers and to the outstanding men
of that company who came from all parts of the United
States, bringing with them a wealth of experience in the
handling of large bodies of men and quantities of equipment
on reclamation projects, dams, highway construction and
similar works.
The point of interest at the commencement of the work
was Dawson Creek, B.C., the end of railway transportation.
The first group of men to arrive came completely furnished
with food, water, fuel, road building equipment and sup-
plies for four months. Machinery was driven off the railway
cars and proceeded on its way immediately on a 265-mile
trek over a winter trail to Fort Nelson where they were to
commence work. After leaving Dawson Creek they were
out of touch with the outside world except by radio until
enough road was built by themselves and a similar crew
working from the Dawson Creek end would meet. In spite
of the fact that they were superbly equipped, this was a
remarkable feat for a regiment sent directly from Cali-
fornia into sub-zero weather.
From the time of arrival of the first troops, men and
equipment poured in steadily. A major obstacle was en-
countered in crossing the Peace River at Taylor's Flats.
The ice might have broken up at any time but it held firm
long enough to allow a ferry to be built to serve until a
temporary bridge was constructed. This ferry, which carries
15 trucks, was built at Athabaska Landing by the Public
Works Department of B.C. and the power plant for it was
furnished by the U.S. Army. It was completed for service
just 36 hours after the ice on the river went out. A tem-
porary bridge was built by the troops and ready for traffic
in 23 days. The permanent bridge at this site is now under
construction and will be a suspension structure with a
centre span of 1,830 ft., flanking spans of 450 ft. and ap-
proach spans of 100 ft. for a total length of 2,500 ft. It is
unique in that one tower is 27 ft. higher in elevation than
the other, and the bridge roadway. is on a grade.
At the present time work is progressing rapidly on im-
proving the highway to the high standard set by the Public
Roads Administration of the United States. This calls for
a 200 ft. right of way, 36 ft. roadbed and 30 ft. gravel sur-
face. Side slopes on embankments are 1 in 6 and back
slopes are 1 in 4. Soil samples are taken every 300 ft. and
from this sampling a base course of 12 in. of selected mate-
rial is spread on the subgrade. Over this, 12 in. of crushed
material is used. On the lower section of the highway from
Dawson Creek, the average haul necessary to secure aggre-
gate is about 50 miles. This work is being done by civilian
contractors who have suitable camps, repair shops, etc.
Culverts are of creosoted wood stave pipe in most instances.
THE ENGINEERING JOURNAL June, 1943
377
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
General Inorganic Chemistry:
M . Cannon Sneed and J. Lewis Maynard.
N.Y., D. Van Nostrand, 1942. 5Yi x 8Y2.
in. $5.00.
Magnetic Circuits and Transformers:
A first course for power and com-
munication engineers by members of the
Department of Electrical Engineering,
Massachusetts Institute of Technology.
(Principles of Electrical Engineering
Series. A publication of the Technology
Press, M.I.T.) N.Y., John Wiley and
Sons, 1943. 6 x 9Yi in. $6.50.
Applied Electronics:
A first course in electronics, electron tubes
and associated circuits by members of the
staff of the Department of Electrical Engi-
neering, Massachusetts Institute of Tech-
nology. (Principles of Electrical Engineer-
ing Series. A publication of the Technology
Press, M.I.T.) N.Y., John Wiley and
Sons, 1943. 6 x9Yi in. $6.50.
Plastics from Farm and Forest:
E. F. Lougee. Chicago, Plastics Institute,
1943. 4%x7 in. $2.00.
Shop Mathematics and Shop Theory:
(The Chrysler Manual) John M. Amiss,
G. Keith Shurtleff and Hughitt G. Mollzau.
N.Y., Harper and Bros., 1943. 5Y2x8 in.
$1.60.
Mathematics Dictionary:
Compiled and edited by Glenn James and
Robert C. James. California, The Digest
Press, 1943. 6 x 9}4 in. $3.00.
Applied Mathematics for Technical
Students:
Murlan S. Corrington. N.Y., Harper and
Bros., 1943. (Rochester Technical Series).
5% x 8Y2 in.. $2.20.
High Frequency Thermionic Tuhes:
A. F. Harvey. N.Y., John Wiley and Sons,
1943. 5% x 8% in. $3.00.
Stream Flow :
Measurements, records and their uses.
Nathan C. Graver and Arthur W. Har-
rington. N. Y., John Wiley and Sons, 1943.
6 x 9H in. $4.00.
General Metallography:
Ralph L. Dowdell, Henry S. Jerabek,
Arthur C. Forsyth and Carrie H. Green,
N.Y., John Wiley and Sons, 1943. 6x9%
in. $3.25.
1942 Book of A.S.T.M. Standards:
Including tentative standards. Part 1 —
Metals. Philadelphia, American Society
for Testing Materials, 1943.
Industrial Fire Brigades:
A training manual. Boston, National Fire
Protection Association, 1943. 8XA x 11 in.
176 pp. $1.50.
Canadian Engineering Standards
Association:
C '22.2— No. 75—1943: Construction and
test of synthetic-insulated wires and cables.
C22.2—No. 78—1943: Construction and
test of varnished-cloth-insulated wires and
cables.
C22.2—No. 79—1943: Construction and
test of weatherproof (neutral) unres and
cables (type WPN).
Z85 — 1943: Standard specification for
abbreviations for scientific and engineering
terms.
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
American Standards Association:
C35.1 — 1943: American standard for rotat-
ing electrical machinery on railway loco-
motives and rail cars and trolley, gasoline-
electric and oil-electric coaches. Approved
American Standard January, 1943, spon-
sored by the A.I.E.E.
C57.1, C57.2, C57.3—1942: American
standard for transformers, regulators and
reactors (including test code and guides
for operation).
C68.1 — 1942: American standards for
measurement of test voltage in dielectric
tests. Approved American Standard,
November, 1942, sponsored by the A.I.E.E.
PBOCEEDINGS, TRANSACTIONS
American Institute of Electrical Engi-
neers :
Transactions, volume 61, 1942.
American Society of Mechanical Engi-
neers:
Transactions, volume 64, 1942.
American Institute of Consulting Engi-
neers :
Proceedings of the special meeting held
November 6, 1942, re Post-war planning.
REPORTS
National Harhours Board:
Annual report for the calendar year 1942.
Nova Scotia Power Commission:
Twenty-third annual report for the twelve
months period ended November 30, 1942.
Canada — Dominion Water and Power
Bureau :
Water resources paper No. 86 — Pacific
drainage: British Columbia and Yukon
Territory climatic years 1936/37 and
1937/38.
Commission des Eaux Courantes de
Quéhec:
Twenty-seventh annual report, 1938, and
twenty-eighth annual report, 1939.
Winnipeg — Hydro-Electric System:
Thirty-first annual report, 1942.
The Institution of Structural Engineers
— London:
Report on reinforced concrete for buildings
and structures. Part 4-Design and con-
struction of hollow floors. 1943.
Australia — Council for Scientific and
Industrial Research:
Bulletin No. 155 — Friction and Lubrica-
tion report No. 2: The lubricating effect of
thin metallic films and the theory of the
action of bearing metals.
University of California — Bulletin of the
Dept. of Geological Sciences:
Vol. 27, No. 2 — A marine invertebrate
fauna from, the Orinda, Cal., formation.
Ohio State University — Engineering Ex-
periment Station:
Bulletin No. 11 4 — A study of glaze stresses.
May, 1943.
The Electrochemical Society — Preprints:
83-10: Laws governing the growth of films
on metals. — 83-11: Polarization at oxida-
tion-reduction electrodes. — 83-12: A load
regulating system for synchronous con-
verters.— 83-13: Zinc yellow in th< inhibi-
tion of corrosion-fatigue of steel in sodium
' chloride solution. — 83-14- Temperature
measurement and control with solid photo-
electric cells.
Selected Bibliography on Agricultural
Engineering and Related Topics:
Compiled for the Eastern Agricultural
Engineering Committee by W. Kalbfleisch.
Organic Methods of Scale and Corrosion
Control :
David W. Hearing. 5th edition. 1943. 28pp.
(This pamphlet is available without charge
to those addressing requests to D. W. Haer-
ing and Co., Inc., 205 West W acker Drive,
Chicago.
Association of Professional Engineers of
the Province of Ontario:
Principles of job evaluation in the deter-
mination of equitable salary structures.
Presenting the principles of job evaluation
in the determination of equitable salary struc-
tures, the Association of Professional Engi-
neers of Ontario, 350 Bay Street, Toronto, has
recently published a 12-page brochure em-
bracing a report compiled after intensive
study, by a special committee appointed by
the Council of the Association. The booklet,
dealing with the broad fundamentals rather
than any specific application of job evalua-
tion, was prepared as a contribution to a
solution of the problems of employer-employee
relations not only under present-day condi-
tions, but also as they will appear in the
post-war period.
Approaching the subject by asking the
question, "Are wage rates based on sound
fundamentals" ?, the text of the brochure
proceeds to develop the various steps in
establishing a wage rate structure that arrives
at a fair relative remuneration for a given
range of jobs and thereby meets the basic
requirements of sound employer-employee
relations. Each step is explained in turn with
the aid of appropriate forms or charts. Also
included is an explanation of "Merit Rating,"
u hereby cognizance is taken of the manner in
which an individual fills the requirements of
his particular job.
The brochure closes with a recapitulation
of the advantages of Job Evaluation to both
employers and employees and with a com-
prehensive bibliography that gives an indica-
tion of the extent to which Job Evaluation
has been applied to industrial concerns and
public utilities.
AIR RAID PRECAUTION AND
CIVIL DEFENCE
The fallowing literature has been added to the
Institute Library since the last published list in
the January Journal.
Federal Works Agency — Public Buildings
Administration:
Code for protection of federal buildings and
their contents from subversive hostile acts.
August, 1942. 39pp.
Emergency Transportation Organization:
Round Table iliscussion by members of the
Metropolitan Defence Transport Commit-
tee of the New York Metropolitan Area,
December, u>4i.
Washington — OHicc of Civilian Defence:
Operations letter re Technical advici and
1 si arch.
Lautlis, James M.
Address n civilian Defenct Before tit
Advertising Club of Boston, November,
I!)',.'.
Federal Works agency — Public Buildings
Administration:
Air raid protection code for federal build-
ings and their contents. August, 1942,
1 72 pp.
378
June, 1943 THE ENGINEERING JOURNAL
Boston — Office of Civilian Defence:
Evaluation and establishment of air raid
shelters in existing buildings. January,
1943, 22 pp.
Canada — Office of the Director of Civil
Air Raid Precautions:
Blackout for your home. Household series
booklet No. 2. SO pp.
A.S.C.E. National Committee on Civilian
Protection in Wartime:
Letter issued October, 1942, re work of the
Hawaii section and their general orders on
lighting.
Aerial Bombardment Protection:
Harold E. Wessman and William A. Rose.
N.Y., John Wiley and Sons, 1942. 6x9)4
in. $4.00.
Canadian Engineering Standards Associ-
ation— ARP Specification :
No. 505 — Specification for blackout re-
quirements for highway movement. March,
1943.
Saskatchewan — Civil Defence Committee :
Series of eight lectures on Aerial bombing
and its effects, given December, 1942, to
February 15, 1943.
Building Managers' Association of
Chicago:
A handbook for civilian defence in office
buildings. February 1942. 55 pp.
We have also received the following material
from the Office of Civilian Defence, Washington:
Handbooks :
For Rescue Squads. May, 1942.
For Air Raid Wardens, April, 1942.
For Auxiliary Firemen. December, 1941-
For First Aid. December, 1941.
For Decontamination Squads. December,
1941.
For Messengers. December, 1941.
For Drivers' Corps Members.
For Auxiliary Police. August, 1942.
For Demolition and Clearance Crews.
December, 1941.
For Road Repair Crews. December, 1941.
For Fire Watchers. January, 1942.
Medical Division — Bulletins:
No. 1. Emergency medical services for
civilian defence.
No. 2. Equipment and operation of emerg-
ency medical units.
No. 3. Protection of hospitals.
No. 4- Central control and administration
of emergency medical service.
War Department Specifications:
Blackout requirements for highway move-
ment.
Street lighting during blackouts. Blackout
of buildings.
Miscellaneous publications:
Municipal signaling systems, including
specifications for emergency electrical
power equipment.
Report of bomb tests on materials and
structures.
Protective construction.
Protective concealment.
Suggested regulations for large apartment
houses, in blackouts and air raids.
Suggested regulations for retail stores —
department stores, large specialty stores — ■
for blackouts and air raids.
Protection of industrial plants and public
buildings.
Bomb reconnaissance.
Fire defence organization.
Fire protection in civilian defence.
Forest fire fighter service.
Colleges and universities and civilian de-
fence.
ECCENTRIC LOADS ON CONCRETE
L: T. Evans, B.S.C.E., CE., 1982 Pasa-
dena Avenue, Long Beach, California,
1943, 8)4 x 11 in. vi+35 pp. and 46 charts.
$2.50. Reviewed by Viggo Anderson,
M.E.I.C*
The progress in the design of continuous
concrete structures during the last fifteen
years has made combined bending and direct
stress in concrete sections a very common
problem, and a discussion of the subject
treated in this small book a very timely one.
In the thirty-five pages of text, the author is
first dealing with sections of homogeneous
material with any combined loading. He then
turns to special cases of symmetrical sections
of reinforced concrete, loaded with a force in
the plane of symmetry. Rectangular sections
with combined bending and compression and
with combined bending and tension, circular
sections with combined bending and compres-
sion and square sections with an eccentric
load on a diagonal axis are treated here. The
forty-six charts following the text are for use
in design of these sections.
The title of the last chapter of the text is
"Solution by Parts Method." To investigate
a section with an eccentric load at any point
by this method, a location of the neutral axis
is assumed and the resultant of the internal
forces is found, and should coincide with the
external force. If this does not happen, a new
location of the neutral axis is assumed and
the new location of the resultant is found.
Repeated trials can bring the two forces as
close together as it is desired. After that the
actual stress at any point of the section can
be found. In an example is shown how the
trials and interpolation between them can
lead to the result. A considerable amount of
work is required to reach a satisfactory result,
but the fact that no formulae or tables and
only basic assumptions are used, makes the
whole procedure very clear. In the example
the author stops at a result about five per cent
out. To obtain this, an ordinary slide rule
could be used instead of a method giving five
to six correct figures, as the added work will
not make the result more correct.
Very little can be found in textbooks about
sections of reinforced concrete columns with
bending in two directions. The author has in
this book presented an investigation of that
problem in a very simple and practical way.
BOOK NOTES
The following notes on new books
appear here through the courtesy of the
Engineering Societies Library of New
York. As yet the books are not in the
Institute Library, but inquiries will be
welcomed at headquarters or may be
sent direct to the publishers.
A.S.T.M. STANDARDS ON ELECTRICAL
INSULATING MATERIALS
Prepared by A.S.T.M. Committee D-9 on
Electrical Insulating Materials: Specifica-
tions, Methods of Testing. December, 1942.
American Society for Testing Materials,
260 S. Broad St., Phila., Pa., 441 pp.,
Mus., diagrs., charts, tables, 9x6 in.,
paper, $2.50.
This pamphlet contains the specifications
and tests established by the Society for insu-
lating varnishes and paints, molded insulating
materials, plates, tubes, mineral oils, ceramic
products, paper, mica, rubber, textiles, etc.
It also contains the report of the Committee
on Electrical Insulating Materials and several
reports on the significance of various tests, and
a comparison of methods for determining the
oxidation tendency of insulating oils.
AIRCRAFT PRODUCTION, Planning
and Control
By H. D. MacKinnon, Jr. Pitman Pub-
lishing Corp., New York and Chicago,
I943. 253 pp., Mus., diagrs., charts, tables,
9)4 x 6 in., cloth, $3.75.
•Concrete Designer, Aluminum Company of Canada
Ltd., Montreal.
This manual is intended to assist in training
those intended for positions in the production
departments of aircraft factories. The relation
of the production department to other depart-
ments is described and the work of each out-
lined. The work of the various divisions of the
production department is described, and the
methods used to control and coordinate their
work explained.
AMERICAN SOCIETY FOR TESTING
MATERIALS
1942 Book of A.S.T.M. Standards, in-
cluding Tentative Standards (a Triennial
Publication). 3 Vols. Part I, Metals, 1,643
pp., Part II, Nonmetallic Materials, Con-
structional, 1,482 pp.; Part III, Nonmetal-
' lie Materials, General, 1,637 pp. Published
by American Society for Testing Materials,
260 So. Broad St., Phila., Pa., 1943. Illus.,
diagrs., charts, tables, 9)4 x 6 in., cloth,
$27.00 (3 Parts); $9.00 each Part. Also
three unbound sets of Emergency Alternate
Provisions.
This edition, the first in three years, con-
tains the standards, adopted and tentative,
as of the present date. Emergency standards
and alternate provisions issued to expedite
procurement or conservation of materials are
also included. The work appears in three
volumes: Metals; Nonmetallic structural
materials; Nonmetallic materials in general,
which can be bought separately.
APPLIED ELECTRONICS (Principles of
Electrical Engineering Series)
By Members of the Staff of the Department
of Electrical Engineering, Massachusetts
Institute of Technology, (a publication of
the Technology Press); John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 772 pp., Mus., diagrs., charts, tables,
9)4 x 6 in., cloth, $6.50.
The volume presents a first basic course in
electronics, electron tubes and associated cir-
cuits prepared for use at the Massachusetts
Institute of Technology. The physical phe-
nomena involved in this apparatus are dis-
cussed, the way in which these phenomena
combine to cover the characteristics and limi-
tations of electronic devices is explained, and
the applications common to the several
branches of electrical engineering are de-
scribed. There is a bibliography. The text
provides a good background for specialized
study in the fields of power, communications,
measurement of control.
APPLIED MECHANICS (Rochester Tech-
nical Series)
By R. M. Bichler. Harper & Brothers, New
York and London, 1943. 291 pp., diagrs.,
charts, tables, 9)4 x 6 in., cloth, $3.25.
A textbook adapted for brief courses and
intended for students having limited mathe-
matics, in which practical applications are
emphasized.
CAMERON HYDRAULIC DATA
Edited by G. V. Shaw and A. W. Loomis,
11th ed. Ingersoll-Rand Co., Cameron
Pump Division, 11 Broadway, New York,
1942. 233 pp., diagrs., charts, tables, 7)4
x 4)4 in., fabrikoid, $3.00
This handbook presents in convenient form
a collection of data, largely in tabular form,
frequently wanted in dealing with practical
problems involving the handling of steam,
water and other liquids.
CHEMICAL ENGINEERING LABORA-
TORY EQUIPMENT, Design, Con-
struction and Operation. (Chemical)
Engineering Equipment Series
By 0. T. Zimmerman and I. Lavine. In-
dustrial Research Service, Dover, New
Hampshire, 1943. 530 pp., illus., diagrs.
charts, tables, 9)4 x 6 in., cloth, $5.50.
This volume contains descriptions of equip-
ment that can be used in investigating the
flow of fluids and of heat, evaporation, dry-
ing, gas absorption, filtration, crushing and
grinding. The designs have been collected from
THE ENGINEERING JOURNAL June, 1943
379
chemical engineering departments of colleges
and are complete, with cost estimates and
bills of materials. The equipment has been
built primarily for instructional purposes, but
will also be useful to those engaged in in-
dustrial research.
COKE FORMATION PROCESS AND
PHYSICO-CHEMICAL PROPER-
TIES OF COALS
By W. Swietoslawski, with a preface by
H. L. Olin. Polish Institute of Arts and
Sciences in America, 37 East 36th St.,
New York, 1942. 145 pp., Mus., diagrs.,
charts, tables, 9Yi x 6 in., paper, $3.50.
The author, an eminent Polish physical
chemist, was formerly in charge of a pro-
gramme of investigations by the Coal Division
of the Warsaw Chemical Research Institute,
and this publication makes available to Eng-
lish readers the results obtained. The mono-
graph summarizes the methods used in
physico-chemical investigations of coals and
summarizes our factual knowledge, especially
of the transformations that occur during
coking.
COPPER AND COPPER BASE ALLOYS,
the Physical and Mechanical Proper-
ties of Copper and Its Commercial
Alloys in Wrought Form
By R. A. Wilkins and E. S. Bunn.
McGraw-Hill Book Co., New York and
London, 1943. 355 pp., Mus., charts,
tablss, HYix 8Yi in., cloth, $5.00.
This collection of data on the properties
of copper and its alloys will be of great value
to users of the metal. The information, chiefly
presented in tables and graphs, covers the
physical and mechanical properties of all the
alloys in commercial use, including the
mechanical properties at low temperatures,
resistance to fatigue and corrosion fatigue,
and the bending properties. Much of the in-
formation is based on tests conducted under
the direction of the authors. There is an ex-
cellent bibliography.
A COURSE IN POWDER METALLURGY
By W. J. Baeza. Reinhold Publishing
Corp., New York, 1943. 212 pp., Mus.,
diagrs., charts, tables, 9Yi x 6 in., cloth,
$3.50.
The aim is to provide a course in the sub-
ject for students of metallurgy. The history
and modern development of the field are
summarized briefly. The production of pow-
ders, powder specifications, the classification
of particle size, cohesion, manufacturing prob-
lems and machines are discussed. A course of
instruction is presented, with information on
laboratory equipment and cost, and direc-
tions for a series of experiments. The course
is based on actual experience.
DICTIONARY OF SCIENCE AND TECH-
NOLOGY IN ENGLISH— FRENCH-
GERMAN— SPANISH
By M. Newmark. Philosophical Library,
15 East 40th St., New York, 1943. 386 pp.,
tables, 9Y2x6 in., cloth, $6.00.
This dictionary contains a list of some
10,000 English scientific and technical terms,
with their equivalents in French, German
and Spanish. French, German and Spanish
indexes make it possible to use any of these
languages with English. The selection is a
good one and includes many recent terms
which are absent from older books.
DIESEL AND GAS ENGINE POWER
PLANTS
By G. C. Boyer. McGraw-Hill Book Co.,
New York and London, 1943. 44? PP-,
Mus., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $4.00.
A practical discussion of internal-combus-
tion power plants, intended for designers and
operators. The book is not confined to a dis-
cussion of engines, but treats the plant as an
entity, and attention is given to the economic
conditions, power-plant design, buildings, fuel,
piping, maintenance, electric equipment and
similar subjects of prime importance.
DIESEL AVIATION ENGINES
By P. H. Wilkinson. National Aeronautics
Council, 37 West 47th St., New York, 1942.
92 pp., diagrs., charts, tables, 8Y2 x 5Yi
in., cloth, $1.00.
The development of this engine and its •
principles are outlined briefly. The Guiberson
and Junkers engines are described in some
detail, flights with Diesel-powered aircraft are
recorded, and the advantages of the engine for
aviation indicated.
THE ELEMENTS OF AEROFOIL AND
AIRSCREW THEORY
By H. Glauert. University Press, Cam-
bridge, England; Macmillan Company,
New York, 1943. 228 pp., diagrs., charts,
tables, 9 x 5Yi in., cloth, $3.50.
The theory of the aerofoil and the airscrew
is presented here in a form suitable for stu-
dents with no previous knowledge of hydro-
dynamics, and with a minimum use of com-
plex mathematical analysis. The author first
reviews the necessary portions of hydrody-
namic theory. Following this, the lift of an
aerofoil in two-dimensional motion, the effect
of viscosity and its bearing on aerofoil theory
are presented, followed by the development
of the theory of aerofoils of finite span. The
final chapters develop the theory of the air-
screw. This edition reproduces the English one
published in 1926 and frequently reprinted.
ELEMENTS OF TECHNICAL AERO-
NAUTICS
National Aeronautics Council, 37 West
47th St., New York, 1942. 214 pp., Mus.,
diagrs., charts, tables, 8Y2 x 5Yi in., cloth,
$2.00.
The theory of flight, aerodynamics, air-
plane design, the autogiro, the helicopter and
associated questions are discussed briefly by
various experts. The fundamentals are ex-
plained without mathematics.
ENGLISH FOR ENGINEERS
By S. A. Harbarger, A. B. Whitmer and
R. Price. 4th ed. McGraiv-HM Book Co.,
New York and London, 1943. 225 pp.,
8Y2 x 5Yi in-, cloth, $1.75.
This well-known guide to the study of
English for engineers emphasizes the point
of view of previous editions. The aim is to
guide the student in his study of English
and to point out the ways in which he can
apply the basic principles of writing to bis
own activities. Part one of the book provides
material for an inventory of the skills used
in writing and speaking. Part two illustrates
the use of these principles in the writing of
letters, reports, professional papers, etc. The
new edition has been skilfully revised and
greatly improved.
FLIGHT INSTRUMENTS
By H. W. Hurt and C. A. Wolf. National
Aeronautics Council, 37 West 47th St.,
New York. 1942. 92 pp., Mus., diagrs.,
charts, tables, 9 x 5l/2 in., cloth, $1.00.
This book describes the instruments in use
to-day and shows their purposes.
FLYING BOATS
By H. C. Richardson, W. E. B<all and
C. W. Manly. National Aeronautics
Council, 37 West 47th St., New York, 1942.
122 pp., Mus., 8]/2 x 5Yi in., cloth, $1.00.
This book is a popular account of the devel-
opment, handling and testing of flying boats.
Handling when in the air and when afloat,
launching and beaching, and shipboard cata-
pults are described and illustrated.
GENERAL METALLOGRAPHY
By R. L. Dowdell, H. S. Jerabek, A. C.
Forsyth and C. H. Green. John Wiley &
Sons, New York; Chapman & Hall, Lon-
don, 1943. 292 pp., Mus., diagrs., charts,
tables, 9YiX 6 in., cloth, $3.25.
This text presents a one-year course, in-
tended for beginning students in metallog-
raphy or physical metallurgy as an introduc-
tion to the specialized books and current pub-
lications in the field. The course is arranged
so that laboratory work can proceed with it.
The usual divisions of the subject are covered
and illustrated with excellent micrographs.
Many binary constitution diagrams are given,
and an unusual amount of tabulated data
upon commercial ferrous and non-ferrous
alloys is included.
HIGH-SPEED DIESEL ENGINES for
Automotive, Aeronautical, Marine,
Railroad and Industrial Use, with a
chapter on Other Types of Oil
Engines
By P. M. Heldt. 4 ed. P. M. Heldt, Nyack,
New York, 1943. 430 pp., Mus., diagrs.,
charts, tables, 8Y2 x 5Yi in., cloth, $4.00.
During the seven years that have elapsed
since the last revision, Diesel practice has
undergone many changes. These changes have
been incorporated in the present edition,
which contains considerable new material.
New chapters on lubrication and on super-
charging have been added, with new material
on fuels, injection pumps, governors, cooling
injection, nozzles and on two-stroke engines.
MARINE ENGINEERING
By J. M. Labberton. McGraw-Hill Book
Co., New York and London, 1943. 439 pp.,
Mus., diagrs., charts, tables, 9x6 in.,
cloth, $4.00.
This textbook is based upon courses given
in the graduate division of the College of
Engineering of New York University and to
graduate engineers in ship and navy yards.
It is intended especially for electrical and
mechanical engineers who are entering this
special field. Both steam and Diesel driven
ships are considered.
MECHANICAL VIBRATIONS, Theory
and Applications, an introduction to
practical dynamic engineering prob-
lems in the structural field
By R. K. Bernhard. Pitman Publishing
Corporation, New York and Chicago, 1943.
139 pp., illus., diagrs., charts, tables, 9Yï
x 6 in., cloth, $3.00.
This presentation is intended especially for
those who have not studied dynamics exten-
sively, and who wish a presentation without
advanced mathematics. The needs of struc-
tural engineers are given special attention.
Part one discusses the physical phenomena
and their significance in engineering dynamics;
part two, methods of measuring vibrations.
There is a bibliography.
MECHANICAL WORLD YEAR BOOK
1943
Emmott & Co., "Mechanical World,"
Manchester and London, England. 360 pp.
+260 pp. Ads. and index, illus., diagrs.,
charts, tables, 6Y1 x 4 in., cloth, 2s. 6d.
This year book, now appearing for the fifty-
sixth year, provides a pocket-size manual of
information on machine-shop practices, light
alloys, plastics, bearings, steam boilers, tur-
bines, internal-combustion engines, welding
and other topics of interest to manufacturers
and mechanical engineers, together with much
tabular matter.
METALLURGICAL PROBLEMS
By A. Butts. 2 ed. McGraw-Hill Book Co.,
New York and London, 1943. 446 pp.,
illus., diagrs., charts, tables, 9Yi x 6 in.,
fabrikoid, $4.00.
This is the second edition of a work pub-
lished in 1932 with the title, "A Textbook of
Metallurgical Problems." The purpose is to
provide practical training in the calculations
required in metallurgy, in such operations as
the smelting of ores, drying, roasting and
calcining, in coke making and in electrolytic
and hyorometallurgical processes. The new-
edition has been carefully revised; the data
and the metallurgical processes have been
brought up to date and new problems in-
troduced. (Continued on page 383)
380
June, 1943 THE ENGINEERING JOURNAL
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
May 31st, 1943
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
circumstances 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
ALEXANDER— KENNETH EAMAN, of Exshaw, Alta. Born at Montreal,
Jan. 26th, 1915; Educ: 1934, 1st year Arts and Sciences, McGill Univ., March 1943,
completed civil engrg. course, I.C.S. ; with Canada Cement Co. Ltd., as follows:
1937-39, inspr. at plant No. 1, Montreal East, 1939-41, shift foreman, 1941-43,
constrn. supervisor, and at present, asst. supt., plant No. 12, Exshaw, Alta.
References: J. B. Hanly, F. B. Kilbourn, W. G. H. Cam, K. L. MacMillan, J. A-
Creaser.
BASTIEN— JEAN, of Ormstown, Que. Born at Montreal, Nov. 13th, 1906;
Educ: B.A.Sc, CE., Ecole Polytechnique, 1933. R.P.E. of Que.; 1933-36, asst.
divn. engr., and 1936 to date, divn. engr., Dept. of Roads, Prov. of Quebec.
References: E. Gohier, A. Gratton, J. O. Martineau, J. A. Lalonde, L. Trudel.
BESSETTE— OSCAR, of Drummondville, Que. Born at Richelieu, Que., March.
6th, 1891; Educ: B.A.Sc, CE., Ecole Polytechnique, 1916. R.P.E. of Que.; 1916-
17, asst. engr., Montreal Sand & Gravel Filtration Co.; 1918-20, engr., sewer systems,
Munie of Richelieu; 1920-26, res. engr. and divn. engr., Dept. of Roads, Prov.of
Quebec; 1926-37, city engr., St. Jean, Que.; 1937-39, town engr., Val d'Or, Que.;
1940-43, engr., Dept. of Munitions & Supply; April 1943 to date, city engr., Drum-
mondville, Que.
References: J. A. Beauchemin, A. Circe, J. Comeau, L. A. Dubreuil, C. E. Gélinas,
T. J. Lafrenière, P. E. Poitras.
BONA VENTURE— JOSEPH EUGENE, of 3877 Van Home Ave., Montreal,
Que. Born at Lanoraie, Que., Sept. 12th, 1890; Educ: B.A.Sc, CE., Ecole Poly-
technique, 1914; R.P.E. of Que.; with Dept. of Public Works of Canada as follows:
1914-28, junior engr., 1928-37, asst. engr., 1937-39, senior asst. engr., and 1939 to
date, district engr., Montreal District.
References: B. Grandmont, J. A. Lalonde, H. Massue, J. A. Beauchemin, H.
Gaudefroy.
CLEMENS— JAMES NICHOLAS, of 303 Furby St., Winnipeg, Man. Born at
Dauphin, Man., July 6th, 1912; Educ: Diploma, School of Electricity, Chicago
Engrg. Works, 1930. I.C.S. Elec Engrg.; 1928-34, Hudson Bay Rid.; 1935, installn.
of water power plant at God's Lake Gold Mines; 1936-41, asst. supt. i/c elec. dis-
tribution, power house, switchboard and generators, Town of Dauphin; 1941 to
date, aerodrome foreman electrician, i/c power and lighting. No. 2 Training Com-
mand, R.C.A.F., Winnipeg (Warrant Officer, Class I).
References: A. J. Taunton, J. D. Peart, J. T. Rose, H. L. Briggs, T. E. Storey,
N. M. Hall.
de CHAZAL— PHILIPPE MARC, of Arvida, Que. Born at Johannesburg, South
Africa, July 26th, 1907; Educ: B.Sc (Engrg.), McGill Univ., 1931; 1929-30, Shaw-
inigan Engrg. Co. ; 1930-40, not engaged in engrg. work; 1940 to date, with Aluminum
Company of Canada, since 1941 engr. i/c of mech. mtce.
References: M. G. Saunders, B. E. Bauman, A. T. Cairncross, H. J. Racey, E.
Brown, R. DeL. French, G. J. Dodd.
EMERY— CHARLES LESLIE, of 112 Prospect St., Port Arthur, Ont. Born at
Hamilton, Ont., Oct. 16th, 1912; Educ: B.Sc. (Mining and Met.), Queen's Univ.,
1936; 1936-37, mill engr., Kelowna Exploration Co., Hedley, B.C.; 1937-38, asst.
prof, in metallurgy, Queen's Univ.; 1938-39, chief metallurgist, Kerr-Addison Gold
Mines, Larder Lake, Ont.; 1938-39, consultant metallurgist, Acadia Gold Mines;
1939-40, mgr., Moira Fluorspar Mines, Madoc, Ont.; 1940-41, engr., Dominion
Fluorspar Ltd., Madoc; 1942 (July-Aug.), engr., Carter Halls Aldinger; 1941 to
date, teacher of surveying and dfting., Port Arthur Technical School.
References: E. J. Davies, E. L. Goodall, J. M. Fleming, S. E. Flook.
EVAN-JONES— WALTER, of 540 Russell Hill Road, Toronto, Ont. Born at
Toronto, Sept. 12th, 1913; Educ: I.C.S. Diplomas in Chemistry and Electricity;
1934-37, radio engrg. dept., R.C.A. Victor Co., Toronto; 1937-40, field testing and
installn. of theatre sound systems. Dominion Sound Equipments, Toronto (Northern
Electric Co.) ; 1940-42, special products divn., Toronto office, Northern Electric Co.,
design and testing of sound systems, Bupervn. of installn. of same for use in large
broadcasting stations, factories and outdoor locations, gen. radio engrg. work; 1942
to date, asst. communications engr., H.E.P.C of Ontario, radio and electronic
design and supervn. of installn. and field testing.
References: H. E. Brandon, C. A. Smith, H. V. Armstrong, J. W. Falkner, E. C
Higgins.
HARRISON— THOMAS BLACKER, of Amherstburg, Ont. Born at Maple
Creek, Sask., Jan. 22nd, 1911; Educ: B.Sc (Mech.), Univ. of Sask., 1934; R.P.E.
of Ont.; 1934-36, lubrication and mtce. in smelter and other surface operations,
Noranda Mine, Que.; 1936-39, design and supervn. of mtce. and constrn. work,
structl. and mech., etc., Fort Frances Pulp & Paper Co., Fort Frances, Ont.; 1939
to date, test engr., design and supervn. of mtce. and some constrn., material handling
and mech. power, etc., Brunner Mond Canada Ltd., Amherstburg, Ont.
References: W. M. Mitchell, J. E. Hinchcliffe, H. L. Johnston, A. H. Pask.
LENOIR— JEAN AUGUSTE, of 60 College St., St. Laurent, Que. Born at
Montreal, July 12th, 1895; Educ: B.A.Sc, CE., Ecole Polytechnique, 1922. R.P.E.
of Que.; 1922, res. engr., 1922-42, divn. engr., and 1942 to date, district engr., Dept.
of Roads, Prov. of Quebec.
References: E. Gohier, A. Gratton, J. A. Lalonde, H. Labrecque.
MacCONNELL— HOWARD BRUCE, of 211 So. John St., Fort William, Ont.
Born at Springbrook, Ont., Aug. 14th, 1886; Educ: Corres. courses. Private study:
1908-12, rly. constrn. in Ontario and on Gaspé coast; 1912-14, designing reinforced
concrete bridges, for W. A. O'Connor, county engr. (Ontario); 1920-21, reinf. cone,
bridge design, Dept. Highways, Ont.; 1919-22, contract and gen. constrn. on Prov.
Highways, Ontario; 1922, design and spec, 10 room school, twp. of Whitby; 1922-23,
i/c breakwater, Dept. of Public Works, at Thessalon; 1923-27, estimator, millwork,
Detroit; 1927-28, i/c bldg. constrn.. General Motors; 1929-31, and 1936-38, i/c
contracts on various projects, incl. design and constrn.; at present, estimator and gen.
supt. for Barnett-McQueen Co. Ltd., General Contractors, Fort William, Ont.
References: J. M. Fleming, B. A. Culpeper, E. M. G. MacGill, R. B. Chandler,
W. H. Small, W. L. Bird.
MAGNAN— STANLEY FEARON, of Caledonia, Ont. Born at Kingston, Jamaica,
B.W.I. , June 18th, 1896; Educ: Private tuition, with trade and corres. schools;
R.P.E. of Ont., 1938; 1912-14, Public Works Dept., Govt, of Jamaica; 1914-15,
Railway & Engrg. Services, Jamaica; 1915-18, active service, Egypt, France, Bel-
gium, Italy; 1919-22, supt. of roads and works, Parish of Clarendon, Jamaica; 1926-
28, stationary engr. i/c of steam plant, Steel Co. of Canada, Swansea; 1928-38,
mech. supt., i/c of mech. steam and elec. plants, Hamilton Cotton Co. Ltd., Hamilton,
Ont.; 1938 to date, i/c steam plant (850 h.p.), compressed air, water services and
cupolas, Gypsum, Lime & Alabastine Co. of Canada Ltd., Caledonia Plant.
References: A. S. Wall, H. G. Acres, G. Moes, M. B.;Watson.
MATHIEU — OLIER, of L'Assomption, Que. Born at Montreal, Sept. 5th, 1907;
Educ: B.A.Sc, CE., Ecole Polytechnique, 1932. R.P.E. of Que.; 1933-36, constrn.
of roads and pavements, Raymond, McDonnell & Co. Ltd.; 1937 to date, divn.
engr., Dept. of Roads, Prov. of Quebec.
References: E. Gohier, A. Gratton, J. A. Lalonde, L. Trudel, J. O. Martineau.
MURRAY— FREDERICK ROBERT, of 4515 Melrose Ave., Montreal, Que.
Born at Dalbeattie, Scotland, August 24th, 1903; Educ: B.Sc. (Civil Eng.), Glasgow
Univ., 1923. Diploma (Civil Eng.), Royal Technical College, 1923; R.P.E. of Que.;
1923-28, field engr., asst. engr. and asst. to res. engr. on various projects for the
Shawinigan Engineering Company, Montreal; 1928 to date, structl. engr., asst. to
THE ENGINEERING JOURNAL June, 1943
381
district mgr. (Montreal), and at present, district mgr. (Quebec, Maritimes and
Nfld.). Truscon Steel Co. of Canada Ltd., Montreal.
References: E. V. Gage, A. L. Harkness, C. R. Lindsey, J. A. McCrory, P. L.
Pratley, R. A. Rankin, G. M. Wynn.
McHENRY— GORDON MORRIS, of Peterborough, Ont. Born at Toronto, May
4th, 1917; Educ: B.A.Sc, Univ. of Toronto, 1940; 1940-41, asst., test dept., and
1941 to date, asst. to switchgear engr., Can. Gen. Elec. Co. Ltd., Peterborough, Ont.
References: G. R. Langley, B. I. Burgess, D. V. Canning, A. R. Jones, D. J.
Emery.
PATRICK— KENNETH ROLAND, Wing-Commander, R.C.A.F., of 5044 Vic-
toria Ave., Montreal, Que.; born at Saint John, N.B., June I2th, 1914; Educ: 1932,
New Haven Coll., New Haven. 1932-33, Lamb Engrg. Sch., New Haven. 1933-38,
factory courses, R.C.A., Philco Co., United American Bosch; 1938-40, elec. engrg.,
R.C.A.F., Trenton; 1941-42, ultra high frequency technique, U.S. Army Air Corps;
1942-43, symposium of communication engrg., McGill Univ., 1943, R.D.F. officers
specialist course (R.A.F.) British. (Radio location equipment development); 1932-34,
radio mtce., Police Radio Installn., State of Mass.; 1934-39, mgr., radio labs., Acme
Sound Systems, Southbridge, Mass.; 1939 to date, signal officer, R.C.A.F. (Radio
Engrg.), and 1940 to date, chief instructor, No. 1 Wireless School, Montreal, respons.
for training of ground radio personnel for R.C.A.F., writing of syllaubs, texts, etc.,
i/c of staff of 200 instructors.
References: A. B. Hunt, S. Sillitoe, C. A. Peachey, E. S. Kelsey, S. T. Fisher,
R. D. Harkness.
PERLEY— ERNEST CLINT, of 418 Claremont Ave., Westmount, Que. Born at
Wolseley, Sask., Jan. 25th, 1905; Educ: B.Sc, McGill Univ., 1928; R.P.E. of Ont.;
1926-27 (summers), constrn. and factory work, Backus-Brooks Constrn. Co., Packard
Motor Car Co.; 1928-42, with the English Electric Co. of Canada Ltd., as follows:
1928-31, estimating dept., Toronto, 1931-34, estimating dept., St. Catharines, 1934-
36, mgr., apparatus sales dept., 1936-42, gen. sales mgr. (1938, acting gen. mgr.,
during illness of gen. mgr.); 1942, chief production engr., and 1942-43, director of
production, tank production br., and Jan. 1943 to date, director of production,
automotive and tank production br., Dept. of Munitions & Supply, Montreal.
References: C. V. Christie, R. E. Jamieson, H. A. Cooch, W. E. Ross, G. Kearney.
PETERS— ARTHUR W., of Trois-Rivières, Que. Born at Fredericton, N.B.,
Nov. 25th, 1898; Educ: B.Sc, McGill Univ., 1923; R.P.E. of Que.; 1920-21 (sum-
mers), ap'tice, Canadian Westinghouse Co.; 1922 (summer), Geodetic Surveys;
with the Shawinigan Water & Power Company as follows: 1923-24, power house
dftsman., 1924-27, operating dept., head office, gen. elec. distribution engrg., North
Shore Power Co., 1930-42, distribution engrg., incl. design and constrn. of sub-
stations, etc, and at present, distribution engr. i/c of dept.
References: A. C. Abbott, C. V. Christie, C. R. Reid, E. V. Leipoldt. J. A.
McCrory, R. E. Heartz.
RIGG-STORY— LESLIE, of 2180 Orchard Ave., Niagara Falls, Ont. Born at
Longstown, England, March 12th, 1890; Educ: B.Sc. (Eng.), Elec. 1912, Civil
1913, Rutherford College, Newcastle-on-Tyne; 1908-12, ap'ticeship, A. Reyrolle &
Co. Ltd., switchgear engrs., Hebburn-on-Tyne; 1912-14, post-graduate course,
Electric Supply Co., Newcastle-on-Tyne; 1919-26, development engr., British
Thomson Houston Co. Ltd., Willesden, London, England; 1926-30, constrn. engr.,
P. Lyall Constrn. Co., Thorold, Ont.; 1930-36, short contracts, engrg. and supting.
bridge constrn., etc., for Aiken, Innes & MacLachlan, and Ontario Constrn. Co., St.
Catharines, Goldie Constrn. Co., Toronto, Dept. of Transport, Ottawa, & Structural
Steel Co., New York; 1936-39, dftsman. designer, Can. Gen. Elec. Co. Ltd., Peter-
borough; 1939-42, with H.E.P.C. of Ontario, Toronto; 1942 to date, designer, H. G.
Acres & Co., Niagara Falls, Ont. Also Survey Instructor, 42nd Regt. R.C.A. (Res.).
Toronto, Ont.
References: G. F. Vollmer, A. W. F. McQueen, J. H. Ings, C. A. O. Dell, H. E.
Barnett, H. G. Acres.
SEABURY— GEORGE T., of New York, N.Y. Born at Newport, R.I., U.S.A.,
April 12th, 1880; Educ: S.B. in CE., Mass. Inst. Tech., 1902; R.P.E. of New York
State; 1902-06, asst. engr., Subway Constrn. Co., New York, O'Rourke Engrg. &
Contracting Co., i/c field work and design, United Engrg. & Contracting Co., field
engr. for C. Rodgers, contractor, Hildreth & Co., consltg. engr., City Waste Disposal
Co., surveys and design; 1906-15, with Board of Water Supply on New York water
supply, 2 years as first asst. to divn. engr. on surveys and field study, 2 years as
one of two special assts. to chief engr. of Catskill water supply, 5 years, first asst.
to divn. engr. i/c of constrn. of section of Catskill Aqueduct; 1915-18, divn. engr.,
Board of Water Supply, Providence, R.I.; 1918-19, Major, U.S. Army, Constrn.
Divn., as supervising constructing quartermaster; 1919-23, gen. contractor as presi-
dent and gen. mgr., George T. Seabury Inc., specializing in heavy constrn.; 1923-24,
mgr., Providence Safety Council; 1925 to date, secretary, American Society of Civil,
Engrs.
References: J. B. Challies, E. A. Cleveland, G. H. Duggan, J. M. R. Fairbairn,
T. H. Hogg, O. O. Lefebvre, S. G. Porter, A. Surveyer.
TRUDEAU— ROGER T„ of Papineauville, Que. Born at Montreal, March 17th,
1914; Educ: B.A.Sc, CE., Ecole Polytechnique, 1938. R.P.E. of Que.; 1935-37
(summers), surveying for F. A. Gaby & C.N.R., and instr'mentman; 1938-41, res.
engr., and 1941 to date, divn., engr., Dept. of Roads, Prov. of Quebec.
References: A Circé, E. Gohier, J. A. Lalonde, L. Trudel, H. Gaudefroy.
VAN EVERY— HUGH DAVIDSON, of 82 Cambridge St., Halifax, N.S. Born
at Montreal, June 9th, 1917; Educ: 1935-36, Montreal Technical Institute. 4 year
course in mech. and structl. design and maths.. Dominion Bridge Co., corres. course
in mech. engrg.; 1936-42, mech. and structl. dftsman., Dominion Bridge Company,
Lachine, Que.; Nov. 1942 to date, steel designer and constrn. supervisor, Dept. of
Naval Construction, Halifax Dockyard.
References: F. Newell, R. S. Eadie, J. H. Maude, K. O. Whyte, S. W. Gray.
WILSON— ROBERT, of 26 Finchley Road, Hampstead, Que. Born at Clyde-
bank, Scotland, Sept. 12th, 1897; Educ: 1919-22, Royal Technical College, Glasgow.
Evening classes in maths., mechanics., and naval architecture drawing; 1914-20,
ap'ticeship as ship dftsman., John Brown & Co. Ltd., Clydebank (1915-19, in the
army); with the Northern Electric Co. Ltd., Montreal, as follows: 1923-25, dftsman.,
1926-29, dial systems engr., preparation of specs, for dial central offices; 1929-32,
supervisor, dial frame equipment engr. i/c 20 engrs. ; 1932-34, supervisor, dial systems
engr. i/c engrs. on equipment, cabling and layouts; 1934-42, telephone equipment
engr. i/c of dial manual, toll and P.B.X. engrs.; at present, telephone engr. i/c all
telephone central office, transmission and apparatus engrg. and design.
References: J. S. Cameron, J. W. Fagan, H. H. Vroom, A. B. Hunt, C. A. Peachey,
E. S. Kelsey, J. J. H. Miller.
WRIGHT— RALPH WALLACE, of 481 Gilmour St., Peterborough, Ont. Born
at Halifax, N.S., Jan. 1st, 1918; Educ: B. Eng. (Mech.), McGill Univ., 1941; sum-
mers— 1936, Caribou Mines, N.S., 1937-39, Topogl. and Geol. Surveys, 1940, Halifax
Shipyards; 1941-42, test course, 1942, engrg. design dept., and July 1942 to date,
plant engrg. dept., Can. Gen. Elec. Co. Ltd., Peterborough, Ont.
References: I. F. MacRae, G. R. Langley, C. H. Wright, W. P. Copp, W. M.
Cruthers.
ZIEGLER— LESTER WILLIAM, of 55 Francis St. So., Kitchener, Ont. Born at
Kitchener, April 4th, 1915; Educ: B.Sc. (Mech.), Tri-State College, Angola, Indiana,
1941 ; 1934-38, ap'ticeship course in machinist toolmaking, Rubber Machinery Shops,
Kitchener; 1941-42, boiler and steam engine design and testing, Babcock Wilcox &
Goldie McCulloch, Gait, Ont.; 1942, testing mach. shop ano) maths, (night school)
for Dominion-Provincial War Emergency Classes, Kitchener; 1942-43, plant engr..
Sunshine Waterloo Co. Ltd., Waterloo, Ont.; at present, plant production planning
engr.. Dominion Electrohome Industries Ltd., Kitchener, Ont.
References: S. Shupe, M. Pequegnat, A. M. Snider.
FOR TRANSFER FROM JUNIOR
HAINES— NEIL ST. CLAIR, of 373 Broadway Ave., Toronto, Ont. Born at
Cheltenham, Ont., Jan. 22, 1910; Educ: B.A.Sc, Univ. of Toronto, 1935; 1933-34
(summers), mine development, Algoma Summit Gold Mines; 1935-36, instr'man and
dftsmn, sub foreman on airport constrn., Dept. of National Defence; Sept. 1936-
Mar. 1937, quarry engr., Gypsum Lime & Alabastine Co. Ltd.; 1937, Mar.-July,
quarry engr.. North American Cyanamid Co.; 1937, July-Aug., instr'man, and 1938,
May-Dec, res. engr., Scarboro Twp. Engrg. Dept., design and constrn. of streets
and sewers; 1937, Aug.-Dec, instr'mn. on constrn. Ontario Dept. of Highways;
1938, Jan. -Apr., surveying and dftng., Sylvanite Gold Mines; 1939-40, research
asst., Consolidated Mining & Smelting Co., Smoke Control Dept.; 1940 to date,
asst. engr., Hydro Electric Power Commission of Ontario, Hydraulic Dept., estimat-
ing and designing hydraulic structures, canals, etc. (Jr. 1938).
References: O. Holden, S. W. B. Black, A. E. Nourse, J. R. Montague, H. E.
Brandon, C. R. Young.
LEFRANCOIS— J. GERMAIN, of 128 Chambly Rd., Longueuil, Que. Born at
St. Felix de Valois, Que., Aug. 8, 1909; Educ: B.A.Sc, CE., Ecole Polytechnique,
1936; 1935 (summer), Dept. of Roads, Prov. of Quebec; with Canadian Fairbanks
Morse as follows: 1936-37, machine shop practice, 1937-38, diesel and pump instllns.,
(1938 (6 mos.), supt.'s aSBt., 1938-40 i/c of instllns. and service on commercial
refrigeration and stokers; 1940 to date, i/c industrial stokers and installn. and service
boilers and boiler room equipment. Volcano Ltd., Montreal. (Jr. 1937).
References: L. Trudel, M. Gerin, A. Circé, C. E. Gélinas, R. Bélanger, J. A.
Kearns, R. E. MacAfee.
SOMERS— CLAUDE JUDSON, of 1 14 York St., Cornwall, Ont. Born at Moncton,
N.B., March 19th, 1910; Educ: B.Sc, Univ of N.B., 1936; 1934-35 and 1936-37,
highway inspector, Milton Hersey Co.; 1937-42, design and mtce. engr., Howard
Smith Paper Mills, Cornwall; 1942, field engr. on constrn. Carter-Halls-Aldinger
Co. Ltd.; 1943 to date, safety engr., Stormont Chemicals Ltd., Cornwall, Ont.
(St. 1936, Jr. 1937).
References: H. E. Meadd, A. L. Farnsworth, M. F. MacNaughton, E. O. Turner
FOR TRANSFERIFROM STUDENT
ANDRE— KENNETH B., of 6 Couper St., Kingston, Ont. Born at Kingston.
Sept. 29, 1915; Educ: B.Sc, Queen's Univ., 1937; R.P.E. Ontario; with Dept. of
Highways as follows: 1936 (summer), asst. on const, survey, Barriefield, 1937-39
instr'mn. on highway constrn., 1939 (May-Dec), engr. i/c specialized work, mtce.
of concrete highways, Toronto, Barrie and Hamilton, 1940 (5 mos.), levelman,
aerodrome survey; 1940-41, instr'mn., and 1941-to date, res. engr., on aerodrome
survey and constrn., Dept. of Transport, Kingston, Ont. (St. 1937).
References: W. L. Malcolm, D. S. Ellis, W. F. Noonan, L. T. Rutledge, F. B.
Whitely.
BEDFORD-JONES— CHARLES EDWARD, of 351 Brock Ave. North, Montreal
West, Que. Born at Brockville, Ont., May 1st, 1910; Educ: B.A.Sc, Univ. of
Toronto, 1933; 1929 (summer), fabric work and assembly, Ottawa Car Mfg. Co.,
Aircraft Divn., Ottawa; 1930-31 (summers), field asst., Dept. of Mines, Ottawa;
1933-35, parts dept. clerk, Chevrolet Motor Sales, Ottawa; 1935-37, mgr., Parts
Dept., R. O. Morris, General Motors Dealer, Hull, Que.; with F. S. B. Heward &
Co. Ltd., Montreal, as follows; 1937-39, engr., engaged in sale, service and instlln.
of steam power plant equipment, land and marine, from Sept. 1939 to date, district
mgr., also since Jan. 1941, district mgr. of Heward Production Co. Ltd., a company
incorporated to arrange, engineer and supervise the mnfr. in Canada of British
Marine auxiliaries under license. (St. 1932).
References: F. S. B. Heward, W. L. Yack, N. E. D. Sheppard, F. A. Combe, R. C.
Flitton, H. C. Karn.
CAMERON— ALASTAIR DUNCAN, of 284 Waterloo Row, Fredericton, N.B.
Born at Fredericton Oct. 28th, 1920; Educ: B.Sc. (Civil), Univ. of N.B., 1942;
summers — 1939, N.B. Geol. survey party, 1940, instr'mn. and dftsmn., D.N.D.
Camp constrn., 1941, chief of survey party, Bell Tel. Co. of Canada; 1942 to date,
Reg't'l survey officer, 21 Fid. Regt, R.C.A. , C.A., with rank of Lieutenant. (St. 1942).
References: C. C Kirby, J. Stephens, E. O. Turner, J. D. MacKay. B. H. Hager-
man.
GROTHE— P. ANDRE, of 6803 St. Denis St., Montreal. Born at Montreal,
Que., Sept. 11th, 1911; Educ: B.A.Sc, CE., Ecole Polytechnique, 1941; R.P.E.
Quebec; 1936-41, inspector. Industrial & Commercial Labs., Montreal; 1942, Defence
Industries, Ltd., Ste. Thérèse; at present, Aeronautical engr.. No. 3 Training Com-
mand, R.C.A.F., Montreal, with rank of Flying Officer. (St. 1940).
References: L. Perrault, L. Trudel, P. Lebel, H. Gaudefroy, R. E. Matte.
HARKNESS— ANDREW DUNBAR, of 2205 Hampton Ave.. Montreal. Born
at Ottawa, Ont., Sept. 19th, 1914; Educ: B. Eng., McGill Univ. 1942; summers.
1938 constrn. of R.R. subway, 1940-41, dftng. and designing, Consumers Glass Co.;
May 1942 to date, requisitioning material, Hull Dept., United Shipyards Ltd. (St.
1942).
References: E. Brown, A. R. Roberts, C M. McKergow, G. J. Dodd.
HOPKINS— HERBERT ARTHUR, of 35 McFarland Ave., Toronto, Ont. Born
at Toronto, Jan. 2, 1918; Educ: B.S. (Elec), Detroit Institute of Technology, 1940;
1940-41, elect!, engr., Amalgamated 11., trie Corp. Ltd., Toronto, on switchboard
and panelboard design, estimating and dftng.; 1941, July-Sept., electl. dftsmn.,
Rogers Majestic Corp. Ltd.; 1941-42, student course, and at present supervisor of
Transformer Test Dept., Canadian General Electric Co. Ltd., Toronto. (St. 1942).
References: C E. Sisson, D. Norman, W. H. Hooper, W. M. Cruthers, A. L.
Malby.
MORRIS— ROBERT McCOUL, of Rockliffe Park, Ottawa, Ont. Born at Trenton.
N.S., Sept. 20, 1915; Educ: B.Eng., N.S. Tech. Coll., 1940; summers— 1935-36,
electl. mice.. Eastern Car Co., Trenton, N.S., 1938, Engineering Service Co., Halifax,
N.S., 1939, electl. mtce., Pictou County Power Board, Stellarton, N.S.; 1940-41,
electl. dftsmn., Shawinigan Engineering Co., Montreal; 1941 to date, junior research
engr., National Research Council, Ottawa, Ont. (St. 1940).
References: B. G. Ballard, R. E. Heartz, H. \V. McKiel, J. R. Kaye, C J. Mac-
kenzie, D. S. Smith.
SHECTOR— LINDLEY, ot 2241 Maplewood Ave., Montreal. Born at Montreal,
Oct. 4, 1914; Educ: B. Eng., (Civil), McGill Univ., 1937; 1932-37 (summers),
rodman, transitman, and carpenters' apprentice on sewer and bldg. constrn., Argus
Construction Co.; 1937-39, detailer and designer, reinforced concrete structures,
Truscon Steel Co. of Canada, Montreal; 1939-40, field engr. on constrn. of Sir Arthur
Currie Memorial Gymnasium, Walter G. Hunt Co. Ltd ; 1940 to date, structural
designer on industrial bldgs., res. engr. on constrn. of addition to Canadian Allis-
Chalmers plant at Lachine, Que., for T. Pringle & Son, Ltd., Montreal. (St. 1937).
References: R. E. Jamieson, G. J. Dodd, W. G. Hunt, G. M. Wynn, A. L. Harkness.
SWEENEY— JOHN BARTHOLOMEW, of Souris, Man. Born at Hazenmore,
Sask., Feb. 11th, 1920; Educ: B.Eng. (Chem.), Univ. of Sask., 1941; 1938-39 (sum-
mers) constrn. of grain elevators and mtce. and instlln. of machinery, McCabe
Bros. Grain Co., Winnipeg; 1940 (summer), inspector of paving in constrn. of
R.C.A.F. airport at Saskatoon, Dept. of Transport; 1941 (May-Oct.), asst. to chief
chemist, and 1941-42, dftsmn. engineering office, Consolidated Paper Corp., Grand'-
Mère, Que.; 1942 (Sept. -Nov.), squadron technical officer, R.C.A.F. Station, C.P.A.
O. No. 3, and at present officer commanding, Repair Squadron, No. 17 S.F.T.S.
(R.C.A.F.), Souris, Man., with rank of Pilot Officer. (St. 1941).
References: I. M. Fraser, C J. Mackenzie, V. Jepsen, F. Young, H. J. Ward.
THOMPSON— ALVIN HENRY, of Pictou, N.S. Born at Pictou Apr. 30, 1914;
382
June, 1943 THE ENGINEERING JOURNAL
Educ: B. Eng. (Mech.). N.S. Tech. Coll. 1942; summers — 1936 — highway survey.
Prov. Govt., 1938-40, highway and airport constrn., Storms Const. Co., Toronto,
1940, asst. to master mechanic repairing marine steam engines and auxiliaries and
1941 miscellaneous designs of approved life boats, etc., Pictou Foundry and Machine
Co. Ltd.; 1942 to date, hull supt., detailing steel drawings for pre-fabrication, Pictou
Shipyards, Pictou. (St. 1942).
References: J. B. Ferguson, N. S. Swan, A. A. Ferguson, R. P. Freeman, F. L.
West, F. Binns, H. W. McKiel.
WEBSTER— GORDON FREDERICK, of Niagara Falls, Ont. Born at Elbow'
Sask., Aug. 3, 1915; Educ: B. Eng., Univ. of Sask., 1942; 1935-36, mech. equipment,
Canada Permanent Mortgage Co., Regina; 1936-37, Dept. of Highways, Prov. of
Sask.; summers — 1939, rodman, 1941, instr'mn., Federal Dept. Agriculture, Regina,
1940 airport constrn., Dept. of Transport; 1942-43, Lieut., R.C.E., at present, engrg.
dept., Canadian Carborundum Co., Niagara Falls, Ont. (St. 1942).
References: R. A. Spencer, E. K. Phillips, W. G. Worcester, J. I. Mutchler, W.
E. Lovell.
LIBRARY NOTES
Continued from page 380
MICROMERITICS, THE TECHNOLOGY
OF FINE PARTICLES
By J. M. DallaValle. Pitman Publishing
Corp., New York and Chicago. 1943. 428
pp., diagrs., charts, tables, 9)4 x 6 in.,
cloth, $8.50.
This work is intended as a general guide
to the behavior and characteristics of fine
particles, and thus treats a subject of interest
to workers in many fields of science and engi-
neering. Methods of particle measurement,
size distribution and packing arrangements
are considered, and a general theory concern-
ing the physical properties of fine particles
is presented. Industrial applications of the
subject matter, as in the transportation of
fine materials, in fine grinding and the treat-
ment of dust and smoke, are discussed. There
is an extensive bibliography.
MISCELLANEOUS PHYSICAL TARLES
—PLANCK'S RADIATION FUNC-
TIONS AND ELECTRONIC FUNC-
TIONS
Prepared by the Federal Works Agency,
Work Projects Administration for the City
of New York, conducted under the sponsor-
ship and for sale by the National Bureau
of Standards, Washington, D.C., 1941-
58 pp., charts, tables, 11x8 in., cloth,
$1.50.
These tables give the values of Planck's
radiation functions to five significant figures,
and of the electronic function to six figures.
The tables are the work of the WPA of New
York.
MODERN MARINE ENGINEER'S
MANUAL, Vol. 2
Edited by A. Osbourne and others. Cornell
Maritime Press, New York, 1943. 1,200
pp., paged in sections, illus., diagrs.,
charts, tables, 7% x 5 in., fabrikoid, $4.00.
The second and final volume of this work
is, like the first, prepared by a number of
specialists. It concludes the study of engines
by a section on marine Diesel engines. Other
sections deal with marine refrigeration, heat-
ing, ventilation, insulation, steering gear,
deck machinery, electricity, instruments, pro-
pellers, tests and trials. A collection of useful
tables is given. The book is a practical guide
for the operation and maintenance of ship
machinery.
POTASH IN NORTH AMERICA (Ameri-
can Chemical Societv Monograph
Series No. 91)
By J . W. Turrentine. Reinhold Publishing
Corp., New York, 1943. 186 pp., illus.,
diagrs., charts, maps, tables, 9\4 x 6 in.,
cloth, $3.50.
In 1926 Mr. Turrentine published a review
of the results of research work carried on be-
tween 1911 and 1926 for the purpose of estab-
lishing a domestic potash industry. The pres-
ent book continues the story from 1926 to
to-day, when America produces a supply ample
for its own needs and at low price. The book
is largely a compilation, in which the geologi-
cal, technological and statistical aspects of
the industry are presented by specialists.
QUESTIONS AND ANSWERS FOR MA-
RINE ENGINEERS, Rook VI— Water
Treatment, Corrosion and Safety
Rules
Compiled by H. C. Dinger. (Marine Engi-
neering and Shipping Review), Simmons-
Boardman Publishing Corp., New York,
1943. 136 pp., tables, 8]/2 x 5 in., paper,
$1.00.
These questions and answers deal with the
problems of feed-water treatment, corrosion,
lubrication and fire prevention as they con-
front the marine engineer. They have been
selected from those that have appeared during
recent years in the "Marine Engineering and
Shipping Review."
In addition the pamphlet gives information
on obtaining marine engineering licenses and
recent examination questions.
QUESTIONS AND ANSWERS FOR MA-
RINE ENGINEERS, Rook VII —
DIESEL ENGINES — ELECTRICAL
EQUIPMENT
Compiled by H. C. Dinger. Marine Engi-
neering and Shipping Review, Simmons-
Boardman Publishing Corp., New York,
1943. 130 pp., diagrs., tables, 8x5 in.,
paper, $1.00.
These questions and answers, compiled from
'Marine Engineering and Shipping Review,"
cover many practical questions which have
puzzled marine engineers in operating and
maintaining marine Diesel engines and the
electrical equipment found on small ships.
ROAD TESTS OF AUTOMORILES
USING ALCOHOL-GASOLINE
FUELS (Iowa Engineering Experi-
ment Station Rulletin 158.)
By R. G. Paustian. Iowa State College,
Ames, Iowa, 1942. 56 pp., illus., diagrs.,
charts, tables, 9x6 in., paper, gratis.
This bulletin presents the results of careful
comparative tests of cars using alcohol-gaso-
line blends with those using gasoline alone.
The fuel mileage, accelerating ability, anti-
knock properties and oil consumption with
alcohol-gasoline blends are reported in detail.
Blends containing not more than twenty per
cent of alcohol were found to be satisfactory.
SAE HANDROOK 1943 Edition
Society of Automotive Engineers, 29 West
39th St., New York, 1943. 810 pp., illus.,
diagrs., charts, tables, 8% x 5XA. in-, fabri-
koid, $5.00.
The new edition follows closely the model
of the earlier ones, but the standards have
been brought up to date, and the other data
carefully revised.
SECONDARY RECOVERY OF OIL IN
THE UNITED STATES
Sponsored by various committees of the
American Petroleum Institute, 50 West
50th St., New York, 1942. 259 pp., illus.,
diagrs., charts, maps, tables, 11x8 in.
fabrikoid, $3.50.
This volume contains a. collection of papers
upon the recovery of petroleum by injecting
air and gas into underground reservoirs or by
flooding them with water. The papers contain
the best information available at present on
the economics of the methods, on the porosity,
permeability, thickness and area of oil-pro-
ducing reservoirs and on the amounts of oil
recovered and recoverable by these methods.
Each paper is by an author with practical ex-
perience in the field of which he writes.
SUR-ATOMIC PHYSICS.
By H. Dingle. Ronald Press Co., New
York, 1943. 272 pp., illus., diagrs., charts,
maps, tables, 8x5 in., cloth, $2.25.
As used here, sub-atomic physics includes
those divisions of physics (light, electricity
and magnetism) in which the structure of the
atom is fundamental. This text, with the com-
panion volume on mechanical physics, pre-
sents a course in which physical principles are
presented in a manner that enables their appli-
cation to aeronautical and related studies to
be readily understood. The book is intended
especially for students preparing for the air
services.
TECHNIQUE OF PRODUCTION
PROCESSES
By J . R. Connelly. McGraw-Hill Book Co.,
New York and London, 1943. 430 pp.,
illus., diagrs., charts, tables, 9x/2 x 6 in.,
cloth, $4.00.
The aim of this book is to give the student
a knowledge of the elementary principles of
industrial operations which will provide a
background for advanced specialized work.
Attention is concentrated on the operations
of casting, forming, material removal and join-
ing, which are described and illustrated. Aux-
iliary services, such as material handling,
stores, plant services, standardization and
gaging, methods and job study, are explained.
A final chapter discusses the economics of
new equipment.
VECTOR AND TENSOR ANALYSIS
By H. V. Craig. McGraw-Hill Book Co.,
New York and London, 1943. 434 PP-,
diagrs., tables, 9x6 in., cloth, $3.50.
This text is intended primarily for those
who use vector and tensor analysis as a tool.
For them it provides a fairly rigorous course
which does not call for a thorough knowledge
of modern advanced calculus, but only for
acquaintance with the standard first course
in the subject. The book opens with a section
that supplies the necessary mathematical
background. This is followed by a section on
elementary vector analysis, and one on tensors
and extensors. The final section considers some
applications to classical dynamics and to
relativity.
WAVES AND WAVE ACTION, a Ribliog-
raphy of Rooks, Periodicals, and
Society Publications appearing from
1687 through February 1943
Compiled by C. C. Lee, 1315 First North
St., Vicksburg, Miss., May, 1942, revised
February, 1943, typewritten, 10% x 8 in.,
paper, $5.00.
This bibliography lists over 800 references
to papers dealing with waves and wave action
which appeared during the years 1687 to 1942
inclusive. The entries are arranged by authors
and are, in most cases, briefly abstracted or
annotated. Subject and chronological indexes
are provided.
MANUAL OF EXPLOSIVES, MILITARY
PYROTECHNICS AND CHEMICAL
WARFARE AGENTS
By J. Bebie. The Macmillan Co., New
York, 1943. 171 pp., diagrs., tables, 8lA x
5Yz in., cloth, $2.50.
This manual is a convenient source of in-
formation on the composition, properties and
uses of explosives and war chemicals. The
articles are arranged in alphabetical order,
with cross references to service symbols, trade
names and other synonyms. Composition,
properties and uses are stated concisely. There
is a bibliography.
MOTION STUDY FOR THE
SUPERVISOR
By N. R. Bailey. McGraw-Hill Book Co.,
New York and London, 1942. Ill pp.,
diagrs., charts, tables, 8x5 in., cloth, $1.25.
The object of this little book is to explain
the basic principles of motion economy as
simply and logically as possible, including a
method of observation that permits an opera-
tion to be studied easily. The work is intended
for foremen and aims to give them a sound
and sympathetic understanding of motion-
study principles. {Continued on page 384)
THE ENGINEERING JOURNAL June, 1943
383
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless—
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
SALES ENGINEER AND BRANCH MANAGER
required for Ottawa office of firm specializing in
sale of engineering supplies. Either French or English.
Permanent employment, fine prospects. References
required. Apply to Box No. 2635-V.
ASSISTANT PLANT SUPERINTENDENTS re-
quired by well-established firm engaged in the
manufacture of building materials. One vacancy in
Montreal plant and the other in a small town near
Montreal. In the latter case, knowledge of French is
essential. Apply giving record of education and
experience to Box No. 2640-V.
MECHANICAL ENGINEER for the position of chief
draughtsman, middle-aged person experienced in
draughting office detail and capable of directing
activities of 12 to 15 draughtsmen. Location Niagara
Peninsula. Apply to Box No. 2644-V.
SITUATIONS WANTED
GRADUATE ENGINEER of proven administrative
and executive ability desires position entailing greater
responsibility and scope for initiative. Presently
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.
supervising the production of precision tools. Experi-
enced in personnel work and all phases of mainten-
ance engineering work. Apply to Box No. 2450-W.
GRADUATE ENGINEER, University of Toronto,
with seven years experience along lines of general
mechanical draughting and design with accent on
electric motors, instruments and small tools. Also
considerable experience in electric instrument
laboratory. Due to re-organization of his present
company, services are not being fully utilized. Apply
to Box No. 1486-W.
FOR SALE
Thacher Calculating Rule in mahogany case,
good condition. Apply to Box No. 49-S.
FOR SALE OR RENT
TRANSIT, W. & L. E. Gurley, complete with
tripod, 5" dia. horizontal circle. In excellent
condition. Apply to Box No. 51-S.
CAMERA WANTED
A member of the Institute, who has to undertake
an extensive reconnaissance survey, wishes to pur-
chase a second-hand camera provided it is in first-
class condition.
The minimum requirements are:
1. At least f4.5 Anastigmat lens or better.
2. Shutter speed to at least 1/150 of a second.
3. Positive sighting, or reflecting, type of finder.
4. Picture size 2l/i x 3%" or next larger.
5. Use of standard films.
6. Focusing scale easily read and set.
A No. 1-A Junior F 6.3 camera could be traded-in
if desired. Reply giving specifications and price to
Box No. 52-S.
REQUIRED IMMEDIATELY
Chemical, Civil, Mechanical
and
Metallurgical Engineers
For Production Supervision
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to
The Aluminum Company of Canada
Limited
1700 Sun Life Building
Montreal, Que.
FOR SALE
Transits, theodolites, compasses, levels, clino-
meters, hand-levels, pickets, tapes, rods (10', 15'
and 20' slab), other accessories. Draughting boards
and instruments; planimeters, electric-motored
erasers, plan -binders, scales, etc. Apply to Ralph
Kendall, m.e.i.c, 93 Maynard Street, Halifax, N.S.
Telephone 4-2S49.
LIBRARY NOTES
{Continued from page 383)
AEROSPHERE 1942
Aircraft Publications, 370 Lexington Ave.,
New York, 1942. 1 ,156 pp., paged in sec-
tions, Mus., diagrs., tables, 12 x 8Yi in.,
cloth, $12.50.
This edition of this useful reference work
provides a detailed survey of aircraft through-
out the world, with special emphasis on mili-
tary aviation. Under the topics: The U.S. War
Effort; Modern Aircraft of the World; Modern
Aircraft Engines of the World; Aircraft Arma-
ment; Aircraft Statistics; Buyer's Guide; the
entire industry is covered. Each airplane and
each engine are described and illustrated by
photograph or drawing. The book will answer
almost any question in its field.
AIRCRAFT LOFTING AND TEMPLATE
LAYOUT with Descriptive Geometry
By II. Thrasher. Aviation Press, San
Francisco, Calif., 1942. 212 pp., Mus.,
diagrs., charts, tables, 10 x 7% in., stiff
paper, spiral binding, $3.50.
This bok is intended for beginners, primarily
those entering the aircraft industry, but also
useful to those entering shipbuilding. The first
section deals with descriptive geometry. In
section two, template theory and practice are
discussed. Section three is devoted to lofting,
and a final section gives some useful general
information.
ALFRED NOBEL, Dynamite King— Archi-
tect of Peace
By H. E. Pauli. L. B. Fischer, NewYork,
1942. 325 pp., 8}/2 x 5V2 in., cloth, $3.00.
This interesting biography of the inventor
gives a detailed account of his life. His work-
in originating high explosives, through which
he accumulated a vast fortune, his interest in
world pacifism, and his endeavours to promote
peace by founding the Nobel prizes, are de-
scribed in full. A sympathetic account of a
strange genius.
ELECTRICAL COUNTING, with special
reference to counting Alpha and Beta
Particles
By W. B. Lewis. University Press, Cam-
bridge, England; Macmillan Co., New
York, 1942. 144 PP-, diagrs., charts, 9 x
514 in., cloth, $2.50.
Describes the technique of this method,
which is an essential aid in research in nuclear
physics. Much of the text, dealing with ampli-
fiers, oscillograph recording, stabilizers and
circuits will also be of interest to others who
use vacuum-tube circuits.
ESSENTIAL MATHEMATICS FOR SKIL-
LED WORKERS
By H. M. Kent and C. J. Leonard. John
Wiley (Y Sons, New York; Chapman &
Hall, London, 1942. 298 pp., Mus., diagrs.,
charts, tables, 7lA x 5 in., cloth, $2.00.
Provides a concise review covering the com-
putations used by workers in applied science.
Intended for shop workers, students without
college training and those wishing a practical
reference book.
4,000 YEARS OF TELEVISION, the Story
of Seeing at a Distance
By H. W. Hubbell. G. P. Putnam's Sons,
New York, 1942. 256 pp., diagrs., 7Y2x5
m., cloth, $2.25.
A popular account of television and its
development from the earliest experiments to
the present time, with a prophecy of its future.
GALVANOMETRO DE RESONANCIA
(Publicaciôn No. 5, 1942)
By S. Gerszonowicz. Institute de Electro-
téenica, Facilitai dc 1 nyniieria, callc
Cerrito 73, Montevideo, R. O. del Uruguay.
40 pp.. diagrs., 9l/2 x 6x/i in., paper, apply.
This pamphlet presents the theory of the
vibration galvanometer, discusses its uses
and describes the various types that have
been devised. A note on the telephone is
appended.
GOALS FOR AMERICA, a Budget of Our
Needs and Resources
Bit S. Chase, The Twentieth Century Fund,
New York, I.942. 134 pp., tables, 8 x 5XA
in., cloth. $1.00.
In this little volume the Twentieth Century
Fund presents an exploratory report in which
the author lays down some economic specifi-
cations for the postwar bnited States. Our
needs and resources arc catalogued with re-
spect to basic wants such as food, shelter,
clothing, health, education and public works.
Intended for the general reader,
384
June, 1943 THE ENGINEERING JOURNAL
Industrial News
PIPE JOINT COMPOUND
LaSalle Builders Supply Ltd., Montreal,
Que., have for distribution a folder entitled
"Overcoming the Litharge and Glycerin
Shortage," issued by the X-Pando Corpora-
tion. This folder outlines the value of the
"X-Pando" pipe joint compound, not only as
a substitute for litharge and glycerin, but as
an improvement over this combination for use
in ending pipe leaks permanently. This com-
pound expands as it sets, and is offered for use
in ammonia, brine, oxygen, and freon lines
and works as a seal for all types of joints in
all types of metal pipe.
MECHANICAL REMOTE CONTROL
"Teleflex Controls," a 94-page, looseleaf
catalogue, published by Teleflex Limited,
Toronto, Ont., describes the company's com-
plete line of mechanical remote controls,
which have a wide variety of applications in
aircraft, marine field, and in such industrial
plants as electric power stations, pulp and
paper mills, explosive factories, etc. The
material in the book is segregated into seven
sections dealing with; applications, descrip-
tion, design, general information and sufficient
engineering data to serve as a guide to the
selection of the "Teleflex" parts best suited
to any particular requirement.
METALLIC AND FABRIC PACKINGS
Atlas Asbestos Company, Ltd., Montreal,
Que., have prepared a 155-page catalogue
showing the complete line of Atlas packings,
including mechanically correct metallic and
fabric packings for every industry. With'n its
pages, wThich are profusely illustrated in
colour, is embodied all the information for
which an engineer would ask. It contains
engineering data and shows complete service
recommendation charts. For ready reference
it is indexed by classifications and cross-
indexed by service use.
STEEL CONSULTANT HONOURED
Mr. J. G. Morrow, Chief Metallurgist of
The Steel Company of Canada Ltd., Hamil-
ton, has been made a Member of the Order
of the British Empire in the King's Birthday
honours. Recognition has been given Mr.
Morrow for his work as Steel Consultant in
connection with war production. Mr. Morrow
is also acting Vice-President of Atlas Plant
Extension Ltd., a Crown Company incorpor-
ated to augment Canada's supply of alloy
steel and gun forgings.
Industrial development — new products — changes
in personnel — special events — trade literature
NOVA SCOTIA
THE MINERAL PROVINCE OF
EASTERN CANADA
Fully alive to the mining indus-
try's vital importance to the
war effort, the Nova Scotia
Department of Mines is continu-
ing its activity in investigating the
occurrences of the strategic miner-
als of manganese, tungsten and oil.
It is also conducting field investi-
gations with diamond drilling on
certain occurrences of fluorite, iron-
manganese, salt and molybdenum.
THE DEPARTMENT OF MINES
HALIFAX
L. D. CURRIE A. E. CAMERON
Minister Deputy Minister
J. G. Morrow, M.B.E.
Thos. D. Robertson
MONTREAL TRAMWAYS
APPOINTMENT
Mr. Thos. D. Robertson, formerly execu-
tive assistant, has been appointed assistant
secretary-treasurer of the Montreal Tram-
ways Company. He graduated from McGill
University in 1930 with the degree of B.A.
and in 1934 with the degree of B.C.L., and
practised law in Montreal until 1937.
WAR PRODUCTION REVIEW
Canadian Fairbanks-Morse Company, Ltd.,
Montreal, have issued a 28-page booklet en-
titled "Winning the Battle of Production,"
which concisely and vividly portrays the con-
tribution of Canada's aircraft, shipbuilding,
motor vehicle, ammunition, gun, construc-
tion, metal, lumber, textile, food and railroad
industries to the cause of the United Nations.
Latest facts and figures relative to the con-
tribution of each of these industries is re-
viewed in turn. Graphic support is given to
the text matter by inclusion of a related
company advertisement on the page opposite
to each industry's review.
RECENT APPOINTMENT
Mr. Wilbur A. McCurdy was recently ap-
pointed Assistant Director of Purchases,
Dominion Rubber Co. Ltd., head office,
Montreal, in accordance with an announce-
ment by Mr. H. R. Nixon, Director of Pur-
chases. Starting with Dominion Rubber in
1916, Mr. McCurdy has been connected with
manufacturing units in Granby, Que., and
Montreal, and became customs auditor at the
Company's head office before joining the pur-
chasing department in 1920.
ACQUIRES E. B. EDDY INTERESTS
Mr. Willard Garfield Weston, Canadian-
born member of the British House of Com-
mons, has taken over Viscount Bennett's con-
trolling interest in The E. B. Eddy Co. Ltd.,
of Hull, and subsequently all minority inter-
ests. Confirmation of the transaction, of both
British and Canadian significance, was given
by Mr. Weston on a recent visit to Hull.
Mr. Weston announced that in assuming
complete ownership of the company it was
not his intention in any way to change its
policies; that actual operation would continue
with the officials wdio have been in charge for
many years past.
"Our chief objective," he said, "will be to
continue the place of The E. B. Eddy Com-
pany in Canada's industrial life, to maintain
the high standards of the company's products,
and to increase its usefulness to its customers
throughout the Dominion. Gordon Gale, the
president, and W. S. Kidd, the general man-
ager, who have consented to remain in their
respective posts, will go on with their excellent
work."
Mr. Weston, in his 45th year, was born and
educated in Toronto. He fought through
World War I with the engineers and upon
returning home entered the biscuit manufac-
turing business conducted by his father, the
late George Weston. He became president and
general manager of George Weston Limited
and directing head of a number of allied and
subsidiary companies, developing their activi-
ties both in Canada and the United States.
Ten years ago he went to England to launch
an enterprise which has since become the
largest food manufacturing industry in the
British Empire. In 1939 he was elected by
acclamation to the British House of Com-
mons, sitting for the constituency of Maccles-
field.
Willard Garfield Weston
(Copyright by Karsh)
THE ENGINEERING JOURNAL June, 1943
385
Industrial News
ELECTRONIC LABORATORY FORMED
Mr. John D. Gordon, formerly general man-
ager of the Taylor-Winfield Corporation, has
announced the formation of Detroit Elec-
tronic Laboratory with headquarters at
10345 Linwood Ave., Detroit, Mich.
The new company, which Mr. Gordon will
direct as general manager, is concentrating
on the development and manufacture of
special purpose electronic tubes. Among the
special tubes under development is a line de-
signed primarily for control equipment for
resistance welding.
In recognition of the difficulty in obtaining
ignitron tubes at the present time due to the
fact that they contain large amounts of criti-
cal materials, Detroit Electronic has also an-
nounced a "Victory Repair Service" for such
tubes. The new service, designed to conserve
such critical materials will also eliminate long
delays in obtaining new tubes.
PHOSPHORIC ACID WATER
SOFTENER REAGENT
Cochrane Corporation, Philadelphia, Pa.,
have issued a reprint of a paper describing, in
simple language, the use of phosphoric acid
as the reagent in single or two-stage water
softeners, which takes the place of mono-
sodium, di-sodium and tri-sodium phosphate,
resulting in better control of the alkalinity at
a much lower cost of reagents. With this
method of operation, feedwater has been
treated and is satisfactory for 1400-lb.
boilers, reducing the hardness to approximate-
ly Vi. ppm. Claimed to be a step in advance
on operation of the hot process softener, it
produces a water of a hardness so low that
all accumulation of sludge in boilers is avoided
and is satisfactory for the most critical opera-
tion. Comparison of chemical costs are given
as well as data showing the effectiveness of
this treatment in typical installations
ELECTED PRESIDENT
Mr. T. H. Dowsett, advertising manager,
Trane Company of Canada Ltd., Toronto,
Ont., was elected President of the Industrial
Advertisers Association of Ontario at the
annual meeting recently held in Toronto.
Other officers and directors elected were: Vice-
President — H. A. Standing; Secretary — E. J.
Hayes; Treasurer — J. G. Beare; Directors —
R. J. Avery, I. M. Gringorten, W. H. Evans,
E. J. L. Stinson, D. MeCrimmon. Mr. Dowsett
and Mr. MeCrimmon were appointed to rep-
resent the I.A.A.O. on the Hoard of Directors
of the National Industrial Advertisers Associ-
ation of which the Ontario Association is a
chapter.
Industrial development — new products — changes
in personnel — special events — trade literature
APPOINTED CANADIAN
DISTRIBUTORS
The appointment of Gunite & Waterproof-
ing Ltd., Montreal, Que., as Canadian dis-
tributors for Amercoat has just been an-
nounced by American Pipe & Construction
Co., Los Angeles, Calif., manufacturers of
corrosion-resistant thermoplastic coatings for
steel, concrete and wood. Gunite & Water-
proofing Ltd. will handle distribution of
Amercoat products in Canada, serving war
industries, food and chemical industries, gen-
eral industry and the marine field.
ELECTRICAL CONNECTORS
Cannon Electric Company, Ltd., Toronto,
Ont., have issued an 84-page catalogue de-
voted to detailed specifications of the "Can-
non" type AN connectors for radio, instru-
ment and general electrical circuits of aircraft
applications. These connectors are available
as wall, box and integral mounting recep-
tacles, and straight and 90° angle plugs
Pages on junction shells, cable clamps dust
caps, dummy or stowage receptacles, and the
"Cannon" catalogue condensed supplement
is contained in a separate section. Illustra-
tions, insert arrangement drawings and dimen-
sional drawings, accompany complete speci-
fications.
TEXT ON PLYWOOD
I. F. Laucks Ltd., Vancouver, B.C., have
issued a 250-page book entitled "Technique
of Plywood," which was written by Charles
B, Xorris, formerly chief engineer of Lauxite
Corp., Lockport, N.Y., now principal engineer
of the Division of Timber Mechanics U.S.
Forest Products Laboratory. The book,
written from a technical standpoint, is prim-
arily for engineers, designers, and users of
plywood, covers all phases of plywood manu-
facture, contains also a chapter on •'('■encrai
Scientific Principles of (lining'' by I. F
Laucks.
GUTTA PERCHA VPPOINTMENT
Mr. J. Ross Helton has been appointed to
the position of General Manager of Gutta
Percha & Rubber Ltd. Mr. Belton has been
Assistant General Manager since 1936. In
1920 he joined Gutta Percha and for the past
twenty-three years has occupied positions of
increasing importance in both the factory and
hsad office.
T. H. Dowsett
A. F. Horn
RECENT APPOINTMENT
Mr. A. F. Horn was recently appointed Air
Brake Inspector, Canadian \\ estinghouse Co.
Ltd. Mr. Horn's headquarters arc at Winni-
peg, Man. This appointment is the outcome
of Mr. Horn's predecessor, Mr. H. E. Parker,
assuming the position of Chief Air Brake
Inspector for the company at Montreal.
CARBOLOY TRAINING COURSE
Recognizing the vital importance to Can-
adian war production of a thorough technical
knowledge of cemented carbide tools and dies,
Canadian General Electric Co. Ltd. has in-
augurated a special intensive Carboloy
Training Course for key men from [liants using
cemented carbide tools
The course, which is complete and practical,
has been devised to train key men in the
manufacture, application and use of cemented
carbide tools and dies, so that they in turn
can lead organized carbide training pro-
grammes in their own plants
The course requires four days and covers
not only the theory of cemented carbides but
includes practical shop instruction in brazing.
grinding, designing, chip-breaker grinding and
the putting of cemented carbide tools to work.
Included in the course are lectures, practical
work, discussions, as well as visits to the Car-
boloy plant. A series of six special films on
carbide tool technique aie -in important
feature of the training schedule. All who at-
tend the course are supplied with a set of
booklets which provide a permanent reference
source.
To ensure that all trainees receive thorough
and personally supervised training, classes are
limited to six students. The course is held at
Carboloy Works of Canadian General Elec-
tric, 1025 Lansdowne Avenue, Toronto, Ont.
Tuition is free including materials and use of
equipment, but the trainee's living expenses
lodging, meals, transportation — must be pro-
vided by the company sending the trainee.
Any men who use cemented carbide tools
and dies are eligible to enroll in the course —
key men who will become instructors on car-
bide application and maintenance; toolmakers
engaged in design, tipping or maintenance of
carbide tools; tool-room supervisors. It is de-
sirable that those selected be quick to learn,
réceptive and competent to instruct others.
A new class starts every Monday. The
course prospectus and enrollment forms are
available from any C.G.E. office.
J. Ross Belton
386
June, 1943 THE ENGINEERING JOURNAL
Armstrong, Wood &> Co.
Temple Building
MECHANICAL . . . ELECTRICAL BAY AT RICHmond st SPECIAL TOOL &>
CIVIL . INDUSTRIAL ENGINEERS TORONTO C AM AD A MACHINE DESIGN
June 5, 1943.
To The Industrial Manufacturers
of Canada —
Gentlemen:
Perhaps the better way to tell you about our Engineering
facilities would be with photographs, and so on the next
three pages we present some of the members of our staff,
together with general views of the Mechanical Engineering
and Tool Design offices, located in the Temple Building,
and Victory Building, respectively, Richmond St. W. ,
Toronto.
It is our War job to create new combat equipment and muni-
tions of a wide variety, for the armed forces ; to design
them, together with the special machinery and other tools
required for mass production. Some are now in service on
the fighting fronts, others are in the designing or pro-
duction stage.
If you have a production problem requiring jigs and fix-
tures, mechanical, electrical, civil or industrial engi-
neering, or special machinery, then we should like to
help you.
ARMSTRONG, WOOD & COMPANY.
Henry Armstrong,
General Manager,
HA-bp
For names of Registered Engineers see next page.
HENRY ARMSTRONG C. A. MEADOWS, R.P.E., Ont. D. W. KNOWLES, B.A.Sc.
General Manager Chief Mechanical Engineer
J. C. STOCKTON
R. S. JONES
SAMUEL T. WOOD
Manager
Tool Design Division
H. MONKTON
Management Executive
E. L. O'NEIL
C. WINTERMARK
P. J. R. RINGERT
J. O. LEMAIRE
In the group of men represented by these photographs, Armstrong,
Wood & Company are very fortunate, having obtained a combination
of both young men with University training, older men with years of
practical experience, and many with both advantages. Collectively,
these men can give complete development to almost any phase of an
engineering problem, from a creative standpoint through to the shop
manufacturing processes.
Because of such resources many knotty problems concerning the
manufacture of munitions have been successfully undertaken and com-
pleted for our clients.
M. B. JACKSON, B.Sc. R. V. ANDERSON, B.A.Sc.
E. HEALEY
A. A. KEMENY
D. F. CICCONE, B.A.Sc.
June, 1943 THE ENGINEERING JOURNAL
D. B. NAZZER, B.A.Sc.
D. CRITOPH
Registered Professional
Engineer
T. MORRISON
Registered Professional
Engineer
W. D. DRUMMOND,
B.A.Sc.
R. W. H. JOHNSON, B.Sc.
Registered Professional
Engineer
L. DINOFF
W. TWIDALE
W. H. ALLEN
A. GOLISHTLEY
P. TROJAN
In terms of War Effort this has meant that many of the "Tools for
the Job" for our Armed Forces, have been engineered and produced
quickly, from the plans and specifications of Armstrong, Wood & Co.
There is little doubt but that this group, brought together by War,
will have an important contribution to make in the postwar development
of Canada, and in the rehabilitation of all parts of the War-torn World.
A. D. MISENER, M.A., Ph.D.
S. J. BURWELL G. J. J. CROSSLAND E. G. JOHNSON, CE.
THE ENGINEERING JOURNAL June, 1943
A. ALLEN
E. COCKBURN
ARMSTRONG, WOOD L CO.
IVIECHANICAL-ELECTRIC/IL-CIVI
INDUSTRIAL
NOINEERS
SPECIAL TOOL i MACHIN
DESIGN
TEMPLE DLDG.
62 RICHMOND ST.
TORONTO
VICTORY BLDG.
80 RICHMOND ST.
TWO VIEWS of the "Victory Build-
ing" office, of Armstrong, Wood &
Co.. situated on the 10th floor of 80
Richmond St. W., Toronto. This is
the "Tool Design Division" headed by
Samuel T. Wood, where Jigs, Fixtures,
Gauges, etc., are designed for the mass
production of munitions, and the shop
lay-out operational seguence of ma-
chine production is determined.
BELOW is shown a General View of
the "Temple Building" office, on the 10th
floor of 62 Richmond St. West, Toronto.
Here is "Headguarters," the office ad-
dress of the Company, and the division
of Mechanical, Electrical. Civil and
Industrial Engineering, directed by
Henry Armstrong, General Manager.
Here several projects are in hand
simultaneously, the creative Engineer-
ing being developed and co-ordinated between several different sguads of engineers, designers and
checkers. These groups work on separate assignments or on combined assemblies as the project requires.
ALL CORRESPONDENCE SHOULD BE ADDRESSED TO 62 RICHMOND ST. W.. TORONTO.
FOR PIPE COVERING . . . J-M 85% Magnesia Pipe In-
sulation is furnished in 3-ft. sections or segments in the
following thicknesses: Standard, 1 V2", 2", 2 lA", 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.
PR.0DU CTS
THE ENGINEERING JOURNAL June, 1943
39
PURCHASERS' CLASSIFIED DIRECTORY
A SELECTED LIST OF EQUIPMENT, APPARATUS AND SUPPLIES
FOR ALPHABETICAL LIST OF ADVERTISERS SEE PAGE 48
Acids: A
Canadian Industries Limited.
Accumulators, Hydraulic:
Dominion Engineering Co. Ltd.
Hydraulic Machinery Co. Ltd.
Smart-Turner Machine Co. Ltd.
Alloy Steels:
Algoma Steel Corp. Ltd.
The Steel Co. of Canada, Ltd.
Ammeters and Voltmeters:
Bepco Canada Ltd.
Can. General Electric Co. Ltd.
Crompton Parkinson (Canada) Ltd.
Angles, Steel:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Apparatus Bushings:
Can. General Electric Co. Ltd.
Canadian Ohio Brass Co. Ltd.
Asbestos:
Can. Johns-Manville Co. Ltd.
Ash Handling Equipment:
Babcock-Wilcox & Goldie-Mc
Culloch Ltd.
Combustion Engineering Corp. Ltd.
United Steel Corp. Ltd.
Asphalt :
Barrett Co. Ltd.
Imperial Oil Ltd.
Ball Mill-
IE
Canadian Allis-Chalmers Ltd.
Canadian Vickers Ltd
Dominion Engineering Co. Ltd.
Foster VV heeler Ltd.
Balls, Steel and Bronze:
Can SKF Co. Ltd.
Barking Drums:
Can. Ingersoll-Rand Co. Ltd.
Horton Steel Works Ltd.
Barometers, Indicating:
Taylor Instrument Cos. of Cda.Ltd.
Barrels, Steel:
Smart-Turner Machine Co. Ltd.
Bars, Steel and Iron:
Algoma Steel Corp. Ltd
Bethlehem Steel Export Corp.
Canadian Car <fc Foundry Co. Ltd.
The Steel Co. of Canada, Ltd.
Bearings, Ball and Boiler:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Belting, Transmission, Conveyor,
Elevator:
Canadian Allis-Chalmers Ltd.
Can. Fairbanks-Morse Co. Ltd.
Dominion Rubber Co. Ltd.
Gutta Percha <fe Rubber Ltd.
Billets, Blooms, Slabs:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp
The Steel Co. of Canada, Ltd.
Bins:
Canada Cement Co. Ltd.
Canadian Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
Horton Steel Works Ltd
Blasting Materials:
Canadian Industries Limited.
Blowers, Centrifugal:
Can. Ingersoll-Rand Co. Ltd.
Northern Electric Co. Ltd.
Reavell & Co. (Canada) Ltd.
Blue Print Machinery:
Montreal Blue Print Co.
Boilers:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canadian Vickers Ltd.
Combustion Engineering Corp Ltd.
Foster Wheeler Limited.
Vulcan Iron Wks. Ltd.
Boilers, Electric:
Can. General Elec. Co. Ltd.
Dominion Engineering Co. Ltd.
English Electric Co. of Canada Ltd.
Boilers, Portable:
Foster Wheeler Ltd.
United Steel Corp. Ltd.
Boxes, Cable Junction:
Northern Electric Co. Ltd.
Braces, Cross Arm, Steel, Plain or
Galvanized:
Northern Electric Co. Ltd.
The Steel Co. of Canada, Ltd
Brackets. Ball Bearings:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Brakes. Air:
Canadian Controllers Ltd.
Can. Westinghouse Co. Ltd.
Brakes, Magnetic Clutch:
Bepco Canada Ltd.
Can. General Electric Co Ltd.
Northern Electric Co. Ltd.
Bridge-Meggers:
Northern Electric Co. Ltd
Bridges:
Canada Cement Co. Ltd.
Canadian Bridge Co. Ltd.
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
Bucket Elevators:
United Steel Corp. Ltd.
Building Materials:
Canadian Johns-Manville Co. Ltd.
Buildings, Steel:
Canadian Bridge Co. Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd
C
Cables, Copper and Galvanized:
Can. General Electric Co. Ltd.
Canadian Telephones & Supplies
Ltd.
Northern Electric Co. Ltd.
Cables, Electric, Bare and In-
sulated :
Can. General Elec. Co. Ltd.
Canadian Telephones & Supplies
Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd
Caissons, Barges:
Canadian Bridge Co. Ltd
Dominion Bridge Co. Ltd.
Horton Steel Works Ltd
Cameras:
Associated Screen News Ltd.
Capacitors:
Bepco Canada Ltd.
Can. General Electric- Co. Ltd.
Can. Westinghouse Co. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd
Castings, Aluminum:
Aluminum Co. of Canada Ltd.
Castings, Brass:
Canada Metal Co. Ltd
Dominion Engineering Co. Ltd.
The Superheater Co. Ltd.
Castings. Iron :
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Dominion Engineering Co. Ltd.
Foster Wheeler Ltd.
The Superheater Co. Ltd.
Vulcan Iron Wks. Ltd.
Castings. Steel:
Canadian Car «fc Foundry Co. Ltd.
Vulcan Iron Wks. Ltd.
Catenary Materials:
Can. Ohio Brass Co. Ltd.
Cement Manufacturers:
Canada Cement Co. Ltd.
('bains. Silent and Roller:
Can. Fairbanks-Morse Co. Ltd.
Hamilton Gear & Machine Co.
Lyman Tube & Supply Co. Ltd
United Steel Corp. L»d.
Channels:
Algoma Steel Corp. Ltd.
Bethlehem Steel Export Corp.
The Cannda. Steel Co. Ltd.
Chemical Stoneware:
Doulton & Co. Ltd.
Chemicals:
Canadian Industries Limited.
Chemists:
Milton Hersey Co. Ltd.
Cbippers, Pneumatic
Can. Ingersoll-Rand Co. Ltd.
Circuit Breakers:
Can. General Elec. Co. Ltd.
Can. WeBtinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Clarifirrs, Filter:
Bepco Canada Ltd.
Clutches. Ball Bearing Friction:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Clutches, Magnetic:
Bepco Canada Ltd.
Northern Electric Co. Ltd.
Coal Handling Equipment:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
United Steel Corp. Ltd.
Combustion Control Equipment:
Bailey Meter Co. Ltd
Compound, Pipe- Joint Seal:
Crane Packing Co.
Compressors, Air and Gas:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Can. Ingersoll-Rand Co. ltd.
Reavell & Co. (Canada) Ltd
Smart-Turner Machine Co. Ltd.
SwisB Electric Co. of Can. Ltd
Concrete:
Canada Cement Co. Ltd
Condensers, Surface:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Can. Ingersoll-Rand Co. Ltd.
Foster Wheeler Ltd.
Horton Steel Works Ltd.
Smart-Turner Machine Co. Ltd.
Condensers, Synchronous and
Static:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co Ltd.
Commonwealth Electric Corp Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Conditioning Systems, Air:
Can. General Electric Co. Ltd.
Conduit:
Can. General Elec. Co. Ltd.
Can. Johns-Manville Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Phillips Electrical Works Ltd.
Conduit. Underground Fibre, and
IJnderfloor Duct:
Can. General Electric Co. Ltd.
Northern Electric Co. Ltd.
Controllers, Electric:
Amalgamated Electric Corp. Ltd.
Canadian Controllers Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd
English Electric Co. of Canada Ltd
Northern Electric Co. Ltd
Controllers, Temperature :
Taylor InstrumentCos. of Cda.Ltd.
Controls, Thermostatic:
Taylor Instrument Cos. of Cda.Ltd.
Conveyor Systems:
Mathews Conveyer Co. Ltd.
United Steel Corp. Ltd.
Couplings:
Dart Union Co. Ltd.
Dresser Mfg. Co. Ltd.
The Steel Co. of Canada, Ltd.
Couplings, Flexible:
Canadian Controllers Ltd.
Can Fairbanks-Morse Co. Ltd.
Canadian Vickers Ltd.
Dominion Engineering Co. Ltd.
Dresser Mfg. Co. Ltd.
Hamilton Gear & Machine Co.
Peacock Bros. Ltd.
United Steel Corp. Ltd.
Crane Girders:
Canadian Bridge Co. Ltd.
Cranes. Hand and Power:
Canadian Bridge Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Dominion Bridge Co. Ltd
Hamilton Bridge Co. Ltd.
Herbert Morris Crane & Hoist
Co. Ltd
Cranes. Shovel. Gasoline Crawler.
Pillar:
Canadian Vickers Ltd.
Crowbars:
B. J. Coghlin Co. Ltd
Crushers. Coal and Stone:
Canadian Allis-Chalmers Ltd.
Can. Ingersoll-Rand Co. Ltd.
Culverts. Corrugated:
Canada Ingot Iron Co. Ltd.
Pedlar People Ltd.
_. D
Dimmers:
Northern Electric Co. Ltd
Disposal Plants, Sewage:
United Steel Corp. Ltd.
Ditchers:
Dominion Hoist <fc Shovel Co. Ltd.
Drawing Pencils:
Dixon Pencil Co. Ltd.
Eagle Pencil Co. of Canada, Ltd.
Eberhard Faber Pencil Co. Canada,
Ltd.
Venus Pencil Co., Ltd.
Drills, Pneumatic:
Can. Ingersoll-Rand Co. Ltd.
Dynamite:
Canadian Industries Limited.
Economizers, Fuel:
Babcock-Wilcox & Goldis-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
Foster Wheeler Ltd.
Peacock Bros. Ltd.
Elbows:
Dart Union Co. Ltd
Electric Blasting Caps:
Canadian Industries Limited.
Electric Railway Car Couplers:
Can. Ohio Brass Co. Ltd.
Electrical Supplies:
Can. General Elec. Co. Ltd.
Can. Ohio Brass Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp Ltd.
English Electric Co of Canada Ltd.
Northern Electric Co. Ltd.
Electrification Materials. Sleam
Road:
Can. Ohio Brass Co. Ltd.
Engines. Diesel anil Semi-Diesel:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co Ltd.
English Electric Co. of Canada Ltd.
Ruston «& Hornsby Ltd.
Engines. Gas anil Oil:
Can. Fairbanks-Morse Co Ltd.
Can. Ingersoll-Rand Co. Ltd
English Electric Co. of Canada Ltd
Engines. Steam:
Babcock-Wilcox & Goldie-MoCul-
loch Ltd.
Canadian Vickers Ltd.
Evaporators:
Foster Wheeler Ltd
Peacock Bros. Ltd.
United Steel Corp Ltd
Expansion Joints:
Dresser Mfg. Co Ltd
Foster Wheeler Ltd.
Explosives :
Canadian Industries Limited.
V
Feed Water Heaters, Locomotive:
The Superheater Co. Ltd
Ferrules, Condenser Tube:
Crane Packing Co.
Finishes:
Canadian Industries Limited.
Fire Alarm Apparatus:
Northern Electric Co. Ltd.
Floodlights:
Amalgamated Electric Corp Ltd
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co Ltd.
Flooring, Industrial:
Canadian Johns-Manville Co. Ltd.
Floor Stands:
Jenkins Bros. Ltd.
Flooring, Rubber:
Dominion Rubber Co. Ltd
Floors:
Canada Cement Co. Ltd.
Foil, Aluminum:
Aluminum Co. of Canada Ltd.
Forcite:
Canadian Industries Limited.
Forgings:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Foundations:
Canada Cement Co. Ltd
G
Gaskets, Asbestos, Fibrous, Me-
tallic, Rubber:
Anchor Packing Go. Ltd
Can. Fairbanks-Morse Co. Ltd.
Can. Johns-Manville Co. Ltd.
Garlock Packing Co. of Can. Ltd.
Robh, Joseph, & Co. Ltd.
Gasoline Recovery Systems:
Foster Wheeler Ltd
Gates, Hydraulic Regulating:
Canadian Vickers Ltd
Dominion Bridge Co. Ltd.
Gauges, Draft:
Bailey Meter Co. Ltd.
Bristol Co. of Can. Ltd.
Gear Reductions:
Dominion Engineering Co. Ltd.
Hamilton Gear & Machine Co.
Peacock Bros. Ltd.
United Steel Corp. Ltd.
Gears:
Dominion Bridge Co Ltd.
Dominion Engineering Co. Ltd.
Hamilton Gear & Machine Co.
United Steel Corp. Ltd.
Generators:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Governors, Pump:
Bailey Meter Co. Ltd.
Peacock Bros. Ltd.
Governors. Turbine:
Canadian Allis-Chalmers Ltd.
Dominion Engineering Co. Ltd
Gratings:
Canada Ingot Iron Co Ltd
Dominion Bridge Co. Ltd
40
June. 1943 THE ENGINEERING JOl RNAL
HYDRAULIC PACKING
ANCHOR 140 RING
For inside packed pistons. This is a
fine sheeting type packing, white fric-
tioned, with durable compound and
furnished in three cures: Medium,
Semi-Hard and Rock-Hard. Medium
cure is for cold application, Semi-Hard
for medium temperatures and Rock-
Hard for hot services. When ordering,
specify cure desired and type of joint
as follows: butt, level, mortise or
endless.
Another Anchor Packing manufac-
tured in the largest and best equipped
packing plant in Canada.
Manufactured in Canada by
THE ANCHOR PACKING CO. LIMITED
FACTORY AND HEAD OFFICE: 5575 COTE ST. PAUL ROAD, MONTREAL
TORONTO
HAMILTON
SYDNEY, N.S.
f
V
BUY COG H LIN SPRINGS
FOR QUALITY AND SATISFACTION
With seventy-four years' Canadian reputation and experience, you
can safely specify COGHLIN'S for all your sprins requirements.
^COGHLIN
JJ10 ONTARIO STREET EAST
MONTREAL
Ettabliihcd IIS»
X
Agents:
Filer-Smith Machinery Co., Ltd., Winnipeg Gordon ft Belyca, Ltd., Vancouver
THE ENGINEERING JOURNAL June, 1943
41
Turbo Compressors, Blowers and
Exhausters for Air or Gas, Motor
or Steam Turbine driven.
Reavell Turbo Compressors are
built especially to meet condi-
tions where large volumes and
moderate pressures are required.
Efficiency in this type of compressor is
high, and the Reavell standard of work-
manship and material guarantees long life.
Sold and serviced throughout Canada.
Economy in operation is outstanding.
REAVELL & CO.
(CANADA) LIMITED
CANADA CEMENT BLDG.
MONTREAL
Purchasers' Classified Directory
H
Mats and Matting, Rubber:
Hunger*. Ball and Roller Bearing:
Dominion Rubber Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Meters, Boiler and Coal:
Can. SKF Co. Ltd.
Bailey Meter Co. Ltd.
United Steel Corp. Ltd.
Peacock Bros. Ltd.
Headlight*, Electric Railway:
Meters, Electric:
Can. General Elec. Co. Ltd.
Bristol Co. of Can. Ltd.
Can. Ohio Brass Co. Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Can. WeBtinghouse Co. Ltd.
Heat Exchange Equipment:
Northern Electric Co. Ltd.
Foster Wheeler Ltd.
Meters, Flow:
Horton Steel Works Ltd.
Bailey Meter Co. Ltd.
United Steel Corp. Ltd.
Bristol Co. of Canada Ltd
Heaters, Convection:
Neptune Meters Ltd.
Chatham Malleable & Steel Prod-
Peacock Bros. Ltd.
ucts Ltd.
Meters, Liquid (Hot or Cold):
Heaters. Unit :
Bailey Meter Co. Ltd.
Chatham Malleable & Steel Prod-
Bristol Co. of Canada Ltd.
ucts Ltd.
Neptune Meters Ltd.
Hoists. Air, Steam and Electric:
Peacock Bros. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Mine Cars:
Canadian Vickers Ltd.
Canadian Vickers Ltd.
Mathews Conveyer Co. Ltd.
Mining Machinery:
United Steel Corp. Ltd.
Canadian Allis-Chalmers Ltd.
Hose, Ruhher:
Can. Fairbanks-Morse Co. Ltd.
Dominion Rubber Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
I
Canadian Vickers Ltd.
Indicator Posts:
Dominion Engineering Co. Ltd.
United Steel Corp. Ltd.
Jenkins Bros. Ltd.
Industrial Electric Control:
Motion Pictures:
Canadian Controllers Ltd.
Associated Screen News Ltd.
Can. General Elec. Co. Ltd.
Motors, Electric:
Can. Westinghouse Co. Ltd.
Bepco Canada Ltd.
Commonwealth Electric Corp. Ltd.
Can. Fairbanks-Morse Co. Ltd.
English Electric Co. of Canada Ltd.
Can. General Elec. Co. Ltd.
Northern Electric Co. Ltd.
Can. Westinghouse Co. Ltd.
Injectors, Locomotive, Exhaust
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Steam:
The Superheater Co. Ltd.
Northern Electric Co. Ltd.
Inspection of Materials: ■
Swiss Electric Co. of Can. Ltd.
Milton Hersey Co. Ltd.
Moulded Coods, Rubber and As-
Instruments. Electric:
bestos:
Bepco Canada Ltd.
Bristol Co. of Canada Ltd.
Can. Johns-Manville Co. Ltd.
Dominion Rubber Co. Ltd.
Can. General Elec. Co. Ltd.
Garlock Packing Co. of Can. Ltd.
Can. Westinghouse Co. Ltd.
Gutta Percha & Rubber Ltd.
Northern Electric Co Ltd.
O
Insulating Materials:
Oil Burning Equipment:
Bethlehem Steel Export Corp.
Can. General Electric Co. Ltd.
Canadian Industries Limited.
Peacock Bros. Ltd.
Can. Johns-Manville Co Ltd.
Oil Refining Equipment:
Spun Rock Wools Ltd.
Foster Wheeler Limited.
Insulators, Porcelain:
Horton Steel Works Ltd.
Can. General Electric Co. Ltd.
United Steel Corp. Ltd.
Can Ohio Brass Co. Ltd.
Ornamental Iron:
Northern Electric Co. Ltd.
Vulcan Iron Wks. Ltd.
Intercoolers:
P
Packing, Acid:
Foster Wheeler Ltd.
J
Journul Bearings and Boxes, Rail-
Crane Packing Company.
Packing, Condenser:
way:
Can. SKF Co. Ltd.
Crane Packing Company.
Packing, Metallic and Semi-
L
Metallic:
Lacquers:
Crane Packing Company.
Canadian Industries Limited.
Packing, Rod, Piston, Valve,
Lantern Slides:
Etc.
Associated Screen News Ltd.
Crane Packing Company.
Leading Wire:
Canadian Industries Limited.
Packing, Stern Tube:
Crane Packing Company.
Library Films:
Packing, Superheat:
Associated Screen News Ltd.
Crane Packing Company.
Lighting Equipment, Industrial
and Street:
Packing, Turbine Shaft:
Crane Packing Company.
Can. General Elec. Co. Ltd.
Packings, Asbestos, Cotton and
Can. Westinghouse Co. Ltd.
Flax, Metal, Rubber:
Northern Electric Co. Ltd.
Anchor Packing Co. Ltd.
Lightning Arresters:
Can. General Elec. Co. Ltd.
Atlas Asbestos Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Westinghouse Co. Ltd.
Can. Johns-Manville Co. Ltd.
Northern Electric Co. Ltd.
Dominion Rubber Co. Ltd.
Line Materials:
Garlock Packing Co. of Can. Ltd.
Can. Genera! Electric Co. Ltd.
Gutta Percha & Rubber Ltd.
Can. Ohio Brass Co. Ltd.
Robb, Joseph, & Co. Ltd.
Northern Electric Co. Ltd.
Paints, all purposes:
The Steel Co. of Canada, Ltd.
Canadian Industries Limited.
Liners and Linings. Rubber :
Paving Materials:
Dominion Rubber Co. Ltd.
Barrett Co. Ltd.
Linings. Brake and Clutchi
Pencils:
Atlas Asbestos Co. Ltd.
Dixon Pencil Co. ltd.
Ferodo Limited.
Eagle Pencil Co. of Canada Ltd.
J. C. McLaren Belting Co. Ltd.
Eberhard Faber Pencil Co. Canada
Locomotives. Electric:
Ltd.
Can. General Elec. Co. Ltd.
Venus Pencil Co. Ltd.
Can. Westinghouse Co. Ltd.
Penstocks:
English Electric Co of Canada Ltd.
Canadian Allis-Chalmers Ltd.
Lubricants:
Imperial Oil Ltd.
M
Canadian Vickers Ltd.
Hamilton Bridge Co. Ltd.
Horton Steel Works Ltd.
Machinery. Hydraulic:
Photographs, Commercial and
Dominion Engineering Co. Ltd.
Portrait :
Hydraulic Machinery Co. Ltd.
Associated Screen News Ltd.
Magnetic Separators:
Piling, Steel Sh«et:
Bepco Canada Ltd.
Algoma Steel Corp. Ltd
Northern Electric Co. Ltd.
Bethlehem Steel Export Corp.
Peacock Bros. Ltd.
Pillow Blocks. Plain, Ball and
Material Handling Equipment:
Roller Bearing:
Can. Fairbanks-Morse Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Mathews Conveyer Co. Ltd.
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
United Steel Corp. Ltd.
42
June, 1943 THE ENGINEERING JOURNAL
Purchasers' Classified Directory
Pinions:
Dominion Engineering Co. Ltd.
Hamilton Gear & Machine Co.
United Steel Corp. Ltd.
Pipe, Clay, Vitrified:
Alberta Clay Product» Co. Ltd.
Clayburn Co. Ltd.
National Sewer Pipe Co. Ltd.
Standard Clay Products Ltd.
Pipe, Iron, Corrugated:
Canada Ingot Iron Co. Ltd.
Pedlar People Ltd.
Pipe, Steel:
Horton Steel Works Ltd.
The Steel Co. of Canada, Ltd.
Pipe Coils:
The Superheater Co. Ltd.
Pipe Couplings and Nipples:
Dart Union Co. Ltd.
The Steel Co. of Canada, Ltd.
Plates, Steel:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Pneumatic Tools:
Can. Ingersoll-Rand Co. Ltd.
Pole Line Hardware:
Can. General Electric Co. Ltd.
Can. Ohio Brass Co. Ltd.
Northern Electric Co. Ltd.
The Steel Co. of Canada, Ltd.
Polishes:
Canadian Industries Limited.
Powder, Black and Sporting:
Canadian Industries Limited.
Power Switchboards:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
Preheaters, Air:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
Foster Wheeler Limited.
Presses, Hydraulic:
Dominion Engineering Co. Ltd.
Hydraulic Machinery Co. Ltd.
United Steel Corp. Ltd.
Projectors:
Associated Screen News Ltd.
Pulleys:
United Steel Corp. Ltd.
Pulleys, Ball Bearings, Loose:
Can. SKF Co. Ltd.
United Steel Corp. Ltd.
Pulleys, Magnetic:
Bepco Canada Ltd.
Pulp and Paper Mill Machinery:
Can. General Elec. Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Can. Westinghouse Co. Ltd.
Dominion Engineering Co. Ltd.
Canadian Vickers Ltd.
English Electric Co. of Canada Ltd.
Hydraulic Machinery Co. Ltd.
United Steel Corp. Ltd.
Pulverised Fuel Systems:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Bethlehem Steel Export Corp.
Combustion Engineering Corp. Ltd.
Foster Wheeler Limited.
Pump Valves, Rubber:
Garlock Packing Co. of Can. Ltd.
Pumps:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Bepco Canada Ltd.
Canadian Allis-Chalmers Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Dominion Engineering Co. Ltd.
Canadian Vickers Ltd.
Foster Wheeler Ltd.
Hydraulic Machinery Co. Ltd.
Northern Electric Co. Ltd.
Smart-Turner Machine Co. Ltd.
Pyrometers, Electric, Indicating:
Taylor Instrument Cos. of Cda.
Ltd.
R
Radiator Air Vents and Traps:
Jenkins Bros. Ltd.
Radiator Valves:
Can. Ohio Brass Co. Ltd.
Jenkins Bros. Ltd.
Radio Masts:
Canadian Bridge Co. Ltd.
Radio Receiving Sets:
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
Northern Electric Co. Ltd.
Rail Bonds:
Can. Ohio Brass Co. Ltd.
Rail Braces and Joints:
B. J. Coghlin Co. Ltd.
Rails and Rail Fastenings:
Algoma Steel Corp. Ltd.
The Steel Co. of Canada, Ltd.
Railway Equipment:
Can. General Elec. Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Can. Ohio Brass Co. Ltd.
English Electric Co. of Canada Ltd.
Hydraulic Machinery Co. Ltd.
Receivers, Air:
Can. Ingersoll-Rand Co. Ltd.
Horton Steel Works Ltd.
Recorders:
Bailey Meter Co. Ltd.
Bristol Co. of Can. Ltd.
Can. General Electric Co. Ltd.
Northern Electric Co. Ltd.
Peacock Bros. Ltd.
Refractories:
Atlas Asbestos Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Canadian Johns-Manville Co. Ltd.
Canadian Refractories Ltd.
Refrigerating Machinery:
Can. General Electric Co. Ltd.
Can. Fairbanks-Morse Co. Ltd.
Can. Ingersoll-Rand Co. Ltd.
Regulators, Feed Water:
Bailey Meter Co. Ltd.
Peacock Bros. Ltd.
Regulators, Temperature, Time-
Vacuum :
Taylor Instrument Cos. of Cda. Ltd.
Reinforcing Bars:
Algoma Steel Corp. Ltd.
The Steel Co. of Canada, Ltd.
Reservoirs:
Canada Cement Co. Ltd.
Horton Steel Works Ltd.
Riveted Pipe:
Dominion Bridge Co. Ltd.
Horton Steel Works Ltd.
Roads :
Canada Cement Co. Ltd.
Road Machinery:
Can. Fairbanks-Morse Co. Ltd.
United Steel Corp. Ltd.
Rock Wool:
Canadian Johns-Manville Co. Ltd.
Spun Rock Wools Ltd.
Rods:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Roll Covers, Paper Mill:
Dominion Rubber Co. Ltd.
Rollers, Inking:
Dominion Rubber Co. Ltd.
Gutta Percha & Rubber Ltd.
Rolls, Paper Machine:
Dominion Engineering Co. Ltd.
Roofing Materials:
Barrett Co. Ltd.
Canadian Johns-Manville Co. Ltd.
Roofing, Prepared:
Barrett Co. Ltd.
Roofs, Built-up:
Barrett Co. Ltd.
Rope, Wire:
Dom. Wire Rope & Cable Co. Ltd.
Rubber Liners and Linings:
Dominion Rubber Co. Ltd.
Gutta Percha & Rubber Ltd.
Scales:
Can. Fairbanks-Morse Co. Ltd.
Peacock Bros. Ltd.
Screening Equipment:
Canadian Allis-Chalmers Ltd.
Can. Ingersoll-Rand Co. Ltd.
Foster Wheeler Ltd.
United Steel Corp. Ltd.
Seals, Aircraft:
Crane Packing Company.
Seals, Mechanical
Crane Packing Company.
Seals, Oil and Fuel Pump:
Crane Packing Company.
Seals, Pipe-Joint: •
Crane Packing Company.
Seals, Plastic Lead:
Crane Packing Company.
Seals, Water Pump:
Crane Packing Company.
Separators, Electric:
Northern Electric Co. Ltd.
Sewers:
Canada Cement Co. Ltd.
Sheets. Aluminum:
Aluminum Co. of Canada Ltd.
Shingles, Prepared Asphalt:
Barrett Co. Ltd.
Shovels — Powered, Electric or
Gasoline:
Canadian Vickers Ltd.
Smokestacks:
Canada Cement Co. Ltd.
Canadian Vickers Ltd.
Foster Wheeler Ltd.
Horton Steel Work» Ltd.
ttL£MD OR LEASE MR. SMITH?"
•apparently you can't rely on this borrowing gent
But you can rely on the Venus Drawing Pencil. Each
Venus Drawing degree of hardness is exact and unvary-
ing— so that a 2H, for instance, is always the same,
identical 2H. That's vital — and it's true of all 17 Venus
Drawing degrees. Venus Drawing lead holds the point
you give it — and is smooth, from first sharpening to final
stub . . . Because they can rely on it, more draftsmen,
architects and engineers use Venus Drawing than any
other make.
May we send you free samples
of Venus Drawing — so you can
test it yourself at our expense?
Simply mail us the coupon below
— circling the two degrees you
would like to try.
ENUS
PENCI LS
Venus Pencil Company, Ltd.
Dept. 17, 165 Dufferin Street, Toronto, Canada
Please send FREE samples of the two grades circled:
9H-8H-7H-6H-5H-4H-3H-2H-H-F-HB-B-2B-3B-4B-5B-6B
Name and Title
Firm Name
Address
City Province
THE ENGINEERING JOURNAL June, 1943
43
ALL DEALERS IN NEW OR
USED MACHINE TOOLS
MUST OBTAIN LICENCE
FROM MACHINE TOOLS
CONTROLLER
TO assure Canadian war industry of the most
equitable distribution and use of machine
tools, the Machine Tools Controller has ordered
that on and after July 1, 1943, except under per-
mit, no person other than a machine tool dealer
holding a licence issued by the Machine Tools
Controller as provided by Order M.T.C. 3 may
sell any new or used machine tool.
The order also provides that the only free move-
ment of machine tools after that date will be from
a licenced dealer to a consumer. Except under
permit from the Controller, there shall be no
movement of machine tools:
1. Between dealers.
2. Between consumers.
3. From a consumer to a dealer.
Only the power operated metal - working
machine tools listed in the order are covered.
Wood-working equipment and hand tools are not
affected.
Except under permit, orders for machine tools for
export may not be accepted, nor may anyone in
Canada place an order for machine tools outside of
Canada.
Applications for dealer licences should be
forwarded to:
Machine Tools Controller,
1020 Dominion Square Building,
Montreal, Quebec.
THE DEPARTMENT OF MUNITIONS
AND SUPPLY
Honourable C. D. HOWE
Minister
Purchasers' Classified Directory
Sporting Powder:
Canadian Industrial Limited
Springs — Automobile, Railway,
Wire:
B. J. Coghlin Co. Ltd.
Stains:
Canadian Industries Limited.
Steam Plant Equipment:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canadian Allis-Chalmers Ltd.
Combustion Engineering Corp. Ltd.
English Electric Co. of Canada Ltd.
Foster Wheeler Limited.
Harland Eng. Co. of Can. Ltd.
Steel Flooring:
Canada Ingot Iron Co. Ltd.
Steel Plate Construction:
Canadian Bridge Co. Ltd.
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
FoBter Wheeler Ltd.
Horton Steel Works Ltd.
United Steel Corp. Ltd.
Steel Steps:
Canada Ingot Iron Co. Ltd.
Stokers:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
Stoneware, Chemical:
Doulton & Co. Ltd.
Structural Iron and Steel:
Algoma Steel Corp. Ltd.
Canadian Bridge Co. Ltd.
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
United Steel Corp. Ltd.
Vulcan Iron Works Ltd.
Superheaters:
Babcock-Wilcox & Goldie McCul-
loch Ltd.
Foster Wheeler Limited.
The Superheater Co. Ltd.
Switchboards, Power Lighting:
Amalgamated Electric Corp. Ltd.
Bepco Canada Ltd.
Canadian Controllers Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd
English Electric Co of Canada Ltd.
Northern Electric Co. Ltd.
T
Tanks:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canada Cement Co. Ltd.
Canada Ingot Iron Co. Ltd.
Canadian Bridge Co. Ltd
Canadian Vickers Ltd.
Dominion Bridge Co. Ltd.
Foster Wheeler Ltd.
Horton Steel Works Ltd.
Vulcan Iron Wks, Ltd
Tees:
Dart Union Co. Ltd
Horton Steel Works Ltd.
Telegraph Line Material:
Can. General Electric Co. Ltd.
Northern Electric Co. Ltd
Thermometers, Indicating,
Recording:
Taylor Instrument Cos. of Cda.
Ltd.
Thermometers, Recording:
Bailey Meter Co. Ltd
Bristol Co. of Can. Ltd.
Peacock Bros. Ltd.
Tiles:
Canada Cement Co. Ltd
Tinplate:
Bethlehem Steel Export Corp
The Steel Co. of Canada, Ltd
Towers, Cooling, Fractionating:
Foster Wheeler Limited
Horton Steel Works Ltd.
Track Tools:
B. J. Coghlin Co. Ltd
Transformers, Instrument Test-
ing, Distribution:
Bepco Canada Ltd.
Can. General Electric Co. Ltd.
English Electric Co. of Canada Ltd
Northern Electric Co. Ltd
Transformers, Lighting and
Power:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd
Can. Westinghouse Co. Ltd
Commonwealth Electric Corp Ltd
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd
Transmission Poles and Towers:
Canadian Bridge Co. Ltd
Dominion Bridge Co. Ltd.
Hamilton Bridge Co Ltd
TroUey Materials:
Can. Ohio Brass Co. Ltd.
Tubes, Aluminum:
Aluminum Co. of Canada Ltd.
Tubes, Boiler, Lapwelded, Steel
and Iron:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Canadian Vickers Ltd.
Tubes, Rubber, Ventilating
Dominion Rubber Co. Ltd.
Tubes, Steel, Electrically Welded:
Standard Tube Co. Ltd.
Turbines, Hydraulic:
Canadian Allis-Chalmers Ltd.
Canadian Vickers Ltd.
Dominion Engineering Co. Ltd.
English Electric Co. of Canada Ltd.
Turbines, Steam:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
English Electric Co. of Canada Ltd.
Harland Eng. Co. of Can. Ltd.
Swiss Electric Co. of Can. Ltd.
Turbo-Generators:
Bepco Canada Ltd.
Can. General Elec. Co. Ltd.
Can. Westinghouse Co. Ltd.
English Electric Co of Canada Ltd.
Northern Electric Co. Ltd.
Swiss Electric Co. of Can. Ltd.
Turntables:
Canadian Bridge Co. Ltd.
Dominion Bridge Co. Ltd.
Hamilton Bridge Co. Ltd.
V
Unions
Dart Union Co. Ltd.
V
Valve Controls:
Northern Electric Co. Ltd.
Valve Discs, Rubber:
Dominion Rubber Co. Ltd.
Garlock Packing Co. of Can. Ltd.
Jenkins Bros. Ltd.
Valves:
Can. Fairbanks-Morse Co. Ltd.
Can. Ohio Brass Co. Ltd.
Crane Limited
Dominion Engineering Co. Ltd
Hydraulic Machinery Co. Ltd.
Jenkins Bros. Ltd.
Peacock Bros. Ltd.
Smart-Turner Machine Co. Ltd.
Valves, Diaphragm :
Taylor Instrument Cos. of Cda. Ltd.
Valves, Relief i
Crane Limited
Neptune Meters Ltd.
Smart-Turner Machine Co. Ltd.
Varnishes:
Canadian Industries Limited.
Ventube:
Canadian Industries Limited
W
Washers, Air:
Can. Ingersoll-Rand Co., Ltd.
Washers, "Teepelite"
Composition :
Crane Packing Company.
Water Cooled Furnaces:
Babcock-Wilcox & Goldie-McCul-
loch Ltd.
Combustion Engineering Corp. Ltd.
Foster Wheeler Limited.
Welding Machines, Electric and
Accessories:
Can. General Elec. Co. Ltd.
Can. Ohio Brass Co. Ltd
Can. Westinghouse Ço. Ltd.
Commonwealth Electric Corp. Ltd.
English Electric Co. of Canada Ltd.
Northern Electric Co. Ltd.
The Steel Co. of Canada, Ltd
Wheels, Fly and Gear:
Hamilton Gear A Machine Co.
United Steel Corp. Ltd.
Winches, Stop-log and Headgale:
Canadian Vickers Ltd.
United Steel Corp. Ltd.
Wire:
Bethlehem Steel Export Corp.
The Steel Co. of Canada, Ltd.
Wire, Electric, Bare and Insulatedt
Can. General Elec. Co. Ltd.
Northern Electric Co. Ltd.
Phillips Electrical Works Ltd.
Wire Rope:
Dom. Wire Rope 4 Cable Co. Ltd.
Wire Springs:
B. J. Coghlin Co. Ltd.
Wood Preserving:
Osmose Wood Preserving Co of
Canada Ltd.
Worm Gears:
Hamilton Gear & Machine Co.
Peacock Bros. Ltd.
United Steel Corp. Ltd.
44
June, 1913 THE ENGINEERING JOURNAL
Rings, Wheels and Forgîngs
jew Ondncvfuce. oh 9ndultsnf
Dresser regular peace-time products are Pipe Couplings, Repair Clamps,
and Sleeves. These consist generally of an assembly of Rings — practically
any cross-section, any size.
Thus, as an experienced and efficient Ring manufacturer, Dresser has been
uniquely qualified to turn to the wartime production of many vital parts for
Ordnance and Industry.
If you require a competent source of supply for Rings, Wheels or Forgings, consider
DRESSER MANUFACTURING COMPANY, LIMITED
60 FRONT STREET, TORONTO, ONTARIO
For information about Dresser Pipe Couplings and Repair Devices for
war use or essential peace-time application, contact Dresser distributors —
WM. STAIRS, SON & MORROW, Ltd., Halifax and MINE EQUIPMENT CO., LTD., Kirkland Lake, Ont.
Sydney, N.S. MACKAY-MORTON, LIMITED, Winnipeg Man.
G. SHERMAN DEARBORN, Saint John, N.B. WILKINSON & McCLEAN, LTD., Calgary, Edmonton
SAUNDERS VALVE & SUPPLY CO., LTD., Montreal, and Lethbridge, Alberta.
Quebec. B. C. EQUIPMENT CO., LTD., Vancouver, B.C.
V*iv&t Help CanMtxltv^
\ twin out alltifpe^
I of lA/ei* EyiiLp&niejit
"FORANO" Spur Gears,
Herringbone Gears, Speed Re-
ducers, V-Belt Drives and Me-
chanical Power Transmission are
manufactured according to
most modern designs: our 69
years of practical experience is
at your service.
Engineering Data Book No. 40 upon request
THE PLCSSISVILLE FOUNDRY
PLISSISVILLI
MONTREAL • TORONTO
THE ENGINEERING JOURNAL June, 1943
45
bronze
to
bronze
ground
ball joint
Pipe Couplings that Never Leak
at all supply houses
DART UNION CO., LIMITED - Toronto
EFFICIENT
DEFENCE
We fight the Axis primarily wit
drives the power plants in shir,
It is Spun Rock Wool's high p
Canada by helping to conserve
I Make a special point of protecting your own I
and your clients' interests by specifying Spun
Rock Wool for insulation against heat, cold end
noise, and for protection against fire. The
trademark is your guarantee of lasting efficiency.
While we are doing our utmost to take care of
our regular customers' requirements, they must
take second place to orders for our national
war effort.
SPUN ROCK WOOLS LIMITED
THOROLD, ONTARIO
Represented by:
F. S. BRIDGES LTD., 8 Marlborough Ave., Toronto 5.
ASBESTOS LIMITED, 1192 Beaudry St., Montreal.
ATLAS ASBESTOS CO. LTD., 110 McGill St., Montreal.
SHANAHANS LIMITED, Vancouver, B.C.
I GOOD PHOTOGRAPHS TELL
K THE STORY
Photo for Chrysler Corporation
In your annual report, to emphasixe important points
in the company's operations, tell your shareholders
with pictures by ASN cameramen specializing in
industrial photography.
ASSOCIATED SCREEN NEWS
MONTREAL
2000 Northcliffe Avenue
LIMITED
TORONTO
100 Adelaide Street, West
A COMPLETE SERVICE
in the field of
FUEL BURNING • STEAM GENERATION
DESIGN, MANUFACTURE AND INSTALLATION
OF ALL TYPES OF
MECHANICAL STOKERS • PULVERIZED
FUEL SYSTEMS • BOILERS • WATER-COOLED
FURNACES • ECONOMIZERS • AIR PRE-HEATERS
OIL BURNING SYSTEMS
CONTRACTORS FOR
COMPLETE STEAM GENERATING EQUIPMENT
All under one Responsibility
LLAiidLLLLL*
COMBUSTION ENGINEERING CORPORATION
J. imite d
MONTREAL . TORONTO • WINNIPEG • VANCOUVER
46
June, 1943 THE ENGINEERING JOURNAL
J. T. DONALD & COMPANY
LIMITED
Chemical Engineers
Consulting Chemists
Investigation and Research Analysts
and Assayers
1181 GUY STREET MONTREAL
PROFESSIONAL CARDS
J. S. McINTYRE
Industrial Consultant
Precision production manufacturing, develop-
ment of new products, processing methods and
schedules, estimates, revisions, designs, speci-
fications, reports, investigations and research.
595 Bay Street, TORONTO, Ont.
Phone: WAverly 6711
1093 Beaver Hall Hill Phone
MONTREAL Lancaster 5215-5216
MONTREAL BLUE PRINT CO.
Blue Prints. Blue Line, Black Line,
and Photo Reductions from Plans,
Blue Prints, etc. Ozalid Process.
E. A. RYAN
Consulting Engineer
Mechanical and Electrical
Equipment of Buildings
CANADA CEMENT BLDG. - MONTREAL
PATENTS and TRADE MARKS
FETHERSTONHAUGH & CO.
Patent Solicitors
Patents and Trade Marks Secured in ail Countries
VICTORIA BUILDING, OTTAWA
MILTON HERSEY CO.
LIMITED
Industrial Chemists, Engineers
and Inspectors
Inspection, Analyses and Tests
of All Commercial Materials
MONTREAL
WINNIPEG
MATHEWS CONVEYERS
# When conveying problems confront you, keep
in mind the Mathews engineer in your vicinity. By
combining your experience with his, you can
usually solve these problems without difficulty.
Often he can show you how such problems have
been solved in plants similar to yours. Why not
call him in this week?
MATHEWS CONVEYER CO. LIMITED
PORT HOPE, ONT.
SOUNDLY ENGINEERED— WELL BUILT
STEEL STORAGE TANKS
Practically all steel
tanks are now required
for the production of
war materials. We hope
that those of our custom-
ers who cannot obtain
tanks under present con-
ditions will not be too
greatly inconvenienced
and that we will have
the privilege of serving
them after the war.
Gordon N. Russell, Vancouver
Mumford-Medland, Limited
Winnipeg
HORTON STEELWORKS, LIMITED
TORONTO, ONT. FORT ERIE, ONT. MONTREAL QUE.
BOILER MAKERS-IRON FOUNDERS
WMiifyflii"i?ffl?
a
E.LEONARD & SONS. LIMITED
™ilftIÉMS
BH
II
SM
-^
! M,
,u
il |,f S Ijl^lH Ifj
«N , OiJiiOER
i8Bm
1111:1
111
iFrPff
lii'jjiiiijiiliitliii!^,-1*^!1}
:mi
iKfcMMm
rii
LONDON
O N T A R I O
ESTABLISHED 1834
REASONS WHY
ANYWHERE FROM 30% TO 300% INCREASED
SERVICE MAY BE OBTAINED WHEN YOU USE
DOMINION ;«; WIRE ROPE
PREFORMED
1 . Less internal friction. 4. Cuts without seizing.
2. Each strand carries its share 5. Easier to handle,
of the load. 6. Easier to splice.
3. Resists kinking. 7. Makes "Lang Lay" practical.
Pioneer Manufacturers in Canada
DOMINION
QUEBEC
WIRE ROPE & CABLE
CO., LIMITED
MONTREAL ■ TORONTO
SAINT JOHN HALIFAX WINNIPEG CALGARY VANCOUVER VICTORIA
THE ENGINEERING JOURNAL June, 1943
47
Ail important reminder
about
YOUR INCOME
TAX RETURNS
JUNE 30*
IS THE DEADLINE
for
A All 1942 Individual T. 1
Returns.
It All 1942 Excess Profits Tax
Returns of Proprietorships
and Partnerships.
C All 1942 T. 2 Income and Ex-
cess Profits Tax Returns by
Corporations whose fiscal year
ended 31st December, 1942.
EMPLOYERS
HAVE YOU given your em-
ployees their copies of your T. 4 Sup-
plementary slips, so that they may
complete and make their Income
Tax Returns by the 30th of June?
MAKE RETURNS NOW - AVOID PENALTIES
DOMINION OF CANADA — DEPARTMENT OF NATIONAL REVENUE
INCOME TAX DIVISION
COLIN GIBSON
Minister of National Revenue
C. FRASER ELLIOTT
Commissioner of Income Ta*
In these days of modern
Yale lifting and conveying
equipment there is no
need for workers to be
weight lifters, for the fact
is Yale can provide the
exacr Lift Truck for the
exac* job in your plant.
Ask your local Yale dis-
tributor. He can show
you how Yale Lift Trucks
actually pay for them-
selves over and over by
saving wage hours and
keeping workers happier.
trade If *\ | I* MARK
HAND LIFT TRUCKS AND
ELECTRIC INDUSTRIAL TRUCKS
Distributed by Canadian Lift
Truck Co., Ltd., Toronto and Mont-
real, and The Canadian Fairbanks-
Morse Co., Ltd., Vancouver, B.C.
INDEX TO ADVERTISERS
Page
Albert» Clay Products Co. Ltd 3
Anchor Packing C" Ltd 41
Armstrong. Wood & Company 33 to 38
Associated Screen News Ltd 46
Babcock-Wiicox & Goldie-McCulloch Ltd 18
Bepco Canada Ltd 16
Canadian Bridge Co. Ltd Inside Back Cover
Canadian Controllers Ltd 11
Canadian Cutler-Hammer Ltd 6
Canadian General Electric Co. Ltd 15
Canadian Industries Ltd 1"
Canadian Ingersoll-Kand Co. Ltd Outside Back Cover
llan Johns-Manviille Co. Ltd 39
Canadian Ohio Brass Company Ltd 9
Canadian SKF Co. Ltd 19, 20
Canadian Telephones & Supplies Ltd 27
Canadian Vickers Ltd 21
Canadian Westinghouse Co. Ltd 26
Otayburn Co. Ltd S
Coghlln, B. J., Co. Ltd 41
Combustion Engineering Corp Ltd 46
Commonwealth Electric Corp. Ltd 32
Dart Union Co. Ltd 46
Department of Munitions & Supply 44
Department of National Bevenue 48
Dominion Bridge Co. Ltd 24
Dominion Engineering Co. Ltd 7
Dominion Wire Rope & Cable Co. Ltd 47
Donald. 3. T. . & Co. Ltd 47
r Mfg. Co. Ltd 45
Eagle Pencil Co. of Canada Ltd 34
English ElwtTlc Co. of Canada Ltd 29, 30
Fetherstonhaugh & Company 47
Garlock Packing Co. of Canada Ltd Inside Front Cover
Cut: a Percha A: Rubber Ltd 28
Hamilton Gear & Machine Company 25
Mersey, Milton. Co. Ltd 47
Steci Works Ltd 47
Huh 3teel Foundries Ltd 14
Imperial Ole Limited 8.23
Inglis. John, Co. Ltd 12
International Nickel Co of Canada Ltd , 4
Leonard. E., & Sons Ltd 47
Mathews Conveyer Co. Ltd 47
McColl-Frontenac 01! Co. Ltd 13
Mclntvre. .1 S 47
Mclntyre, V. H., Ltd 33
Montreal Blue Print Company 47
National Sewer Pipe Co. Ltd. 3
Neptune Meters Ltd 5
Phillips Electrical Works Ltd 27
PlesslSTlllfl Foundrv. The 45
Railway & Power Engrg. Corp. Ltd 11,22
1 & Co. (Canada) Ltd 42
Ryan, E. A 47
Spun Rock Wools Ltd 46
Standard Clay Products Ltd 3
Company of Canada Ltd 31
United Steel Corporation Ltd 10
Venus Pencil Co. Ltd 43
Vitrified Clay Pipe 3
Yale & Towr.e Mfg. Company 48
48
June, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, JULY 1943
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
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
J. A. LALONDE, m.e.i.c, Chairman
R. D«L. 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.
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.
CONTENTS
OVERHEAD WIRES AND TRACKS ENTERING NEW C.N.R. CENTRAL
STATION AT MONTREAL (Photo C.N.R.) Cover
PRESERVATION OF NIAGARA FALLS 390
The Problem in General 390
Norman Marr, M.E.I.C.
Hydraulic Aspects of the Remedial Weir 394
C. G. Cline, M.E.I.C.
STATISTICAL CONTROL OF QUALITY 398
Application of Statistical Inspection in the Telephone Industry 398
H. H. Vroom, M.E.I.C.
The Use of Statistical Methods in Forestry 400
T. W. Dwight
Discussion 401
HEATING OF DWELLINGS 404
Huet Massue, M.E.I.C.
AUSTRALIAN WAR PRODUCTION 408
E. R. Jacobsen, M.E.I.C.
THE C.N.R. TERMINAL DEVELOPMENT PROJECT IN MONTREAL . 411
ABSTRACTS OF CURRENT LITERATURE 415
FROM MONTH TO MONTH 422
PERSONALS 429
Visitors to Headquarters 431
Obituaries 431
NEWS OF THE BRANCHES 432
LIBRARY NOTES 434
PRELIMINARY NOTICE 438
EMPLOYMENT SERVICE 439
INDUSTRIAL NEWS 440
THE INSTITUTE as a body is not responsible
wither for the statements made or for the
opinions expressed in the following pages.
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
♦S. G. COULTIS, Calgary, Alta.
*G. L. DICKSON, Moncton, N.B.
IE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
*E. D. GRAY-DONALD, Quebec, Que.
*J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
*E. W. IZARD, Victoria, B.C.
* For 1943. t For 1943-44 Î For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST- PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
Î3. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto. Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont.
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B.
ÎC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont
*A. E. PICKERING, Sault Ste. Marie, Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Arvida, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
3. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT, Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, 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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING, Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MacRAE
F. V. SEIBERT
E. STANSFIELD
G. W. WADDINGTON
JULIAN C, SMITH MEDAL
K. M. CAMERON, Chairman
C. J. MACKENZIE
C. R. YOUNG
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prize
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galliraith Prize
L. F. GRANT, Chairman
H. E. BRANDON
N. B. MacROSTIE
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H.F. BENNETT, Chairman R. DeL. FRENCH
J. BENOIT R. F. LEGGET
D. S. ELLIS A.E.MACDONALD
J. N. FINLAYSON H. W. McKIEL
POST-WAR PROBLEMS
W.C.MILLER, Chairman H. MASSUE
F. ALPORT
J. S. BATES
deGASPE BEAUBIEN
A. L. CARRUTHERS
J. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
g. l. Mackenzie
D. A. R. McCANNEL
A. W. F. McQUEEN
G. MacL. PITTS
P. M. SAUDER
D. C. TENNANT
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 WARD1.E
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
J. M. DAVIDSON
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. McEWEtf
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÉ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. 0. SCOTT
T. G. TYRER
H. K. WYMAN
INDUSTRIAL RELATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
D. BOYD F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
S. M. GOSSAGE W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
388
July, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
A. H. MacOUARRIE
(Ex-Officio). G. E. MEDLAR
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont.
CALGARY
Chairman,
Executive,
J. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
A. HIGGINS
W. E. ROBINSON
(Ex-Officio), S. G. COULTIS
G. P. F. BOESE
H. J. McEWEN
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,
fiO Whitney At»., Sydney, N.S.
EDMONTON
Chairman, C. W. CARRY
Vice-Chair., B. VV. PITFIELD
Executive, J. A. ALLAN
J. W. JUDGE
E. D. ROBERTSON
J. D. A. MACDONALD
I. F. MORRISON
H. W. TYE
(Ex-Officio), D. HUTCHISON
E. NELSON
Sec.-Treas., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
(Ex-Officio)
Sec.-Treas.,
HAMILTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. Treas.,
KINGSTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec. Treas.,
LAKEHEAD
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec. Treas.,
A.E. FLYNN
G. T. CLARKE D. C. V. DUFF
G. J. CURRIE L. E. MITCHELL
J. D. FRASER P. A. LOVETT
J. W. MacDONALD
G T. MEDFORTH
J. E. CLARKE
R. B STEWART
K. L. DAWSON
J. R. KAYE S. SCRYMGEOUR
S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Hollis Street,
Halifax, N.S.
T. S. GLOVER
H. A. COOCH
C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
W. E. BROWN,
91 Barnesdale Blvd.,
Hamilton, Ont.
K. M. WINSLOW
S. D. LASH
W. F. NOONAN
J. R. CARTER
J. D. LEE
T. A, McGINNIS
L. F. GRANT A. JACKSON
R. A. LOW,
Dept. of Civil Engineering,
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
H. G. O'LEARY
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
(ExJ)fficio), J. HAÏMES
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.,
T. L. McMANAMNA
R. S. CHARLES
H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
F. C. BALL
V. A. McKILLOP
F. T. JULIAN
J. A. VANCE
H. G. STEAD,
60 Alexandra Street,
London, Ont.
J. A. GODFREY
A. S. DONALD
E. R. EVANS H. W. HOLE
A. GORDON G. C. TORRENS
G. E. SMITH
H. J. CRUDGE
G. L. DICKSON
V. C. BLACKETT,
Engrg. Dept., CNR.
Moncton, N.B.
MONTREAL
Chairman,
Vice-Chair.,
Executive,
R. S. EADIE
C. C. LINDSAY
H. F. FINNEMORE
R. C. FLITTON
G. D. HULME
G. E. GELINAS
K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
J. E. ARMSTRONG
R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. MacL. PITTS
E. V. GAGE
Sec.-Treas., L. A. DUCHASTEL,
40 Kelvin Avenue,
Outremont, Que.
NIAGARA PENINSULA
Chairman, G. E. GRIFFITHS
Vice-Chair., W. D. BRACKEN
Executive, A. G. HERR
C. G. MOON
G. F. VOLLMER
H. E. BARNETT
J. W. BROOKS
G. MORRISON
D. S. SCRYMGEOUR
(Ex-Officio), C. G. CLINE
a. w. f. McQueen
Sec.-Treas., J. H. INGS,
2135 Culp Street,
Niagara Falls, Ont.
OTTAWA
Chairman
Executive,
G. H. FERGUSON
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio), T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treas., A. A. SWINNERTON
Dept. of Mines & Resources,
Ottawa, Ont.
PETERBOROUGH
Chairman, A. R. JONES
Executive, R. L. DOBBIN
A. L. MALBY
F. R. POPE
C. R. WHITTEMORE
(Ex-Officio), D. J. EMERY
H. R. SILLS
Sec.-Treas., A. J. GIRDWOOD,
308 Monaghan Road,
Peterborough, Ont.
QUEBEC
Life Hon.-
Chair.,
Chairman,
A. R. DÉCARY
RENÉ DUPUIS
Vice-Chair., E. D. GRAY-DONALD
Executive, S. PICARD G. ST -JACQUES
L. GAGNON A. E. PARÉ
G. W. WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec.-Treas., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman,
Vice-Chair.
Executive,
R. H. RIMMER
C. MILLER
W. E. COOPER B. BAUMAN
J. FRISCH 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, A.
Vice-Chair., C.
Executive, G.
C.
(Ex-Officio), G.
J.
D.
G.
Sec.-Treas., G.
O. WOLFF
d. McAllister
M. BROWN
C. KIRBY
G. MURDOCH
P. MOONEY
R. SMITH
W. GRIFFIN
L. PHILLIPS,
Saint John Dry Dock &
Shipbldg. Co. Ltd.,
East Saint John, N.B.
ST. MAURICE VALLEY
Chairman, J. H. FREGEAU
Vive-Chair., R. DORION
Executive, G. B. BAXTER
E. BUTLER
A. G. JACQUES
R. D. PACKARD M. EATON
E. T. BUCHANAN J. JOYAL
W. E. A. McLEISH H. G. TIMMI8
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Sec.-Treas., DAVID E. ELLIS,
Shawinigan Water & Power
Company,
P.O. Box 190.
Three Rivers, Que.
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., J. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec. Treas., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE. MARIE
Chairman, N. C. COWIE
, A. M. WILSON
C
C
G
Vice-Chair.,
Executive,
O. MADDOCK
R. MURDOCK
W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treas., O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
TORONTO
Chairman, W
Vice-Chair., S.
Executive, F.
E.
C.
(Ex-Officio), H.
T.
N.
J.
Sec.-Treas., S.
VANCOUVER
Chairman, W
Vice-Chair., T.
Executive, J.
R.
E.
(Ex-Officio), W
C.
Sec.-Treas., P.
VICTORIA
Chairman
H. M. LAUGHLIN
R. FROST
J. BLAIR R. F. LEGGET
G. HEWSON A. H. HULL
F. MORRISON E. A. CROSS
E. BRANDON W. S. WILSON
H. HOGG C. R. YOUNG
MacNICOL
M. VAN WINCKLE
H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
. N. KELLY
V. BERRY
P. FRASER H. P. ARCHIBALD
E. POTTER I. C. BARLTROP
S. JONES H. J. MacLEOD
O. SCOTT
E. WEBB
B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
KENNETH REID
Vice-Chair., A. L. FORD
Executive, H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec.-Treas., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec.-Treas.,
J. T. DYMENT
T. H. KIRBY
C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
T E. STOREY,
55 Princess Street,
Winnipeg, Man.
THE ENGINEERING JOURNAL July, 1943
389
PRESERVATION OF NIAGARA FALLS
Paper presented at a joint meeting of the American Society of Civil Engineers and The Engineering Institute of Canada.
at Niagara Falls, Ont., on October 15th, 1942
A— THE PROBLEM IN GENERAL
NORMAN MARR, m.e.i.c.
Chief Hydraulic Engineer, Dominion Water and Power Bureau, Surveys and Engineering Branch,
Department of Mines and Resources, Ottawa.
The falls of Niagara, together with the cascades and rapids
above the falls and the whirlpool and rapids in the lower
river gorge, constitute one of the outstanding and best
known scenic spectacles in the world. Throughout the years,
countless millions of people have been drawn to Niagara to
view the majesty of the falls and the grandeur of the cas-
cades and rapids. The same conditions that combine to
create this scenic spectacle provide an enormous power
potentiality; a potentiality not far short of 6,000,000 con-
tinuous hp. if the mean flow of the river could be utilized
for the development of power through the total head of
310 ft. comprising the 55 ft. of fall in the mile of rapids
above the falls, the 160 ft. in the sheer descent of the falls
themselves and the drop of 95 ft. in the six miles of rapids
below the falls.
The extent to which power development could be carried
without impairing the integrity of the scenic spectacle has
been a problem since the latter part of the nineteenth cen-
tury when large scale power development began to assume
importance at Niagara Falls and, as the Niagara river con-
stitutes the boundary between Canada and the United
States, the problem is one of international significance and
has engaged the attention of the authorities of both countries
for many years.
Scenic Surroundings at Niagara
Before dealing particularly with the preservation of the
scenic spectacle at Niagara, as it is affected by the diversion
of water for the production of power, brief reference will be
Geologic^/ Survey CânBds
Recession of Horseshoe falls showing approximate position of
future crest lines. (From Final Report, Special International
Niagara Board, June 22, 1928)
made to the steps that have been taken to improve the
scenic surroundings at Niagara.
In the latter part of the nineteenth century, conditions
in the vicinity of Niagara had reached a deplorable state.
Government reservations had not yet been made on either
side and the exploitation of the grandeur of the falls for
private gain had proceeded to such an extent that it was
said no view of the falls could be had from a foot of United
States soil without paying for the privilege, and conditions
were little better on the Canadian side. Industrial enter-
prise, too, had been allowed to establish itself on shores
and islands in a manner most detrimental to the scenic
surroundings. In 1878, due to the joint interest of Lord
Dufferin, Governor General of Canada, and Governor
Robinson of New York State, and to the widespread sup-
port of public spirited individuals in both countries, a move-
ment was started which resulted in the Governments of the
State of New York and of the Province of Ontario taking
action, respectively, to appoint commissions and to acquire
lands on both sides of the river for the purpose of estab-
lishing park reservations and restoring, as far as possible,
the natural beauties of the setting as a fitting place for the
public to view the grandeurs of Niagara untrammelled by
commercial exploitation. The splendid results achieved by
the commissions are to be seen to-day in the treatment of
the foreshores of the river and of the islands in the American
channel embraced in the New York State Reservation at
Niagara and of the system of parks and boulevards included
in the Queen Victoria Niagara Falls Park which extends
along the Canadian foreshore from Fort Erie at the head of
the river to Niagara-on-the-Lake at the river's mouth.
Restriction of Water Diversion for
Power Development
In regard to the problem of the preservation of the scenic
integrity of the falls themselves, there was growing public
apprehension in the early years of the present century,
arising from the rapid increase in power development then
taking place and from numerous other power projects in
prospect, that the falls would be so denuded of water as
greatly to detract or indeed possibly to nullify completely
their value as a scenic spectacle. Taking cognizance of this
apprehension the Congress of the United States, on June
29, 1906, passed the Burton Act "for the control and regu-
lation of the waters of Niagara river, for the preservation
of Niagara falls, and for other purposes." The act assumed
jurisdiction of the Niagara river to the international bound-
ary line and limited the diversion of water from the falls
for power production on the United States side to the
amounts required to operate the power enterprises then in
operation or in actual construction, with such limitation on
the importation of power from Canada as would, it was
then believed, equitably equalize the diversions on both
sides of the river.
A few years later a treaty was concluded by His Majesty
the King and the United States. Known as the Boundary
Waters Treaty of 1909, it provided for the settlement of
boundary waters problems between Canada and the United
States. Article V of the treaty dealt with diversions from
the Niagara river and provided that the total withdrawal
of water from above the falls for power purposes was not
to exceed in the aggregate a daily diversion at the rate of
390
July, 1943 THE ENGINEERING JOURNAL
56,000 eu. ft. per sec; 20,000 eu. ft. per sec. on the United
States side and 36,000 cu. ft. per sec. on the Canadian side.
The limitations of the Boundary Waters Treaty still govern
except for certain increases in diversions during the present
war emergency which have been agreed upon by Canada
and the United States and which will be referred to later.
Power Development
Power development on the United States side of the
Niagara river is recorded as far back as 1725 when a French
settler erected a water-driven saw-mill at the edge of the
rapids above the falls. During the next 125 years a number
of other small saw-mills, grist-mills and a paper-mill oper-
ated with power developed from the rapids but it was not
until 1853 that the first attempt was made to utilize the
falls themselves. After nearly twenty-five years of effort
this undertaking failed to achieve economic success. The
successful exploitation of power from the falls dates from
1877 with the initiation of development by the Niagara
Falls Hydraulic Power and Manufacturing Company, which,
in addition to having its own power station, supplied water
from its canal to several tenant companies. Another com-
pany, The Niagara Falls Power Company, commenced con-
struction operations in 1890 and, in 1895, was producing
power at its first development which was completed in 1900.
A second development began producing power in 1902 and
was completed in 1904, by which time machinery to gen-
erate 110,500 hp. had been installed in the company's two
stations. In the meantime the hydraulic company's progress
was less rapid but in various new stations and extensions
a total capacity of 167,200 hp. had been installed by 1914.
As the limit of permissible water diversion was being reached
and as many of the installations were using water ineffi-
ciently, it was realized that the only way in which a much
needed increment of power could be secured was by united
action. This was accomplished by a consolidation, in 1918,
of the existing companies into The Niagara Falls Power
Company, which, by abandoning a number of units and
using the available water in new developments designed
to utilize, to the maximum, the power available has resulted
in the existing efficient station below the falls known as
the Schoellkopf Station, with an installed capacity of
452,500 hp. and the retention, for standby or emergency
use, of the older and less efficient installation of 110,500
hp. in what is known as the Adams Station.
Power development on the Canadian side of Niagara
falls was begun in 1893 with an installation of 2,000 hp.
for the International Railway Company. Early in the new
century, however, three companies — The Canadian Niagara
Power Company (a subsidiary of the Niagara Falls Power
Company), the Ontario Power Company, and the Electrical
Development Company — had developments under con-
struction. The first unit of these developments came into
operation in 1904 and, in every year thereafter until 1914,
there was an increase in installation. Additions were made
in 1916 and 1919 and by that time the installed capacity in
all plants had reached a total of half a million horse-power.
In the meantime, spurred by the then urgent war demands
for additional supplies of power the Hydro-Electric Power
Commission of Ontario had commenced the construction
of its Chippawa-Queenston development designed to utilize
as much as possible of the entire descent between Lakes
Erie and Ontario. In 1921, the first unit of this develop-
ment came into operation and, in 1925, nine units had been
installed with a tenth or reserve unit being added in 1930,
giving the station a maximum normal plant capacity of
500,000 hp. During this period, also, the Commission ac-
quired the properties of both the Ontario and Electrical
Development Companies so that it has at present, in the
three stations, a combined maximum normal plant capacity
of 830,000 hp. The Canadian Niagara Power Company's
plant with a normal output of 100,000 hp. from an installed
capacity of 121,000 hp. is the only other plant now oper-
ating on the Canadian side.
The full operation of all installations on both sides of
the river would require a total diversion of water in excess
of the limit of 56,000 cu. ft. per sec. imposed by the Bound-
ary Waters Treaty of 1909. On the United States side, such
full operation would require the diversion of approximately
32,500 cu. ft. per sec. and on the Canadian side about 50,000
cu. ft. per second. To ensure observance of treaty limita-
tions, water diversions for power purposes are supervised
and controlled by an International Niagara Board of Con-
trol constituted by the Governments of the United States
and Canada in July 1923. These treaty limitations have
been strictly observed and, as a result, the various power
organizations have used their respective shares of the per-
missible diversion in the most efficient manner possible.
Plans for Preservation of the Falls
Arising from the concern of the Governments of Canada
and the United States regarding deterioration in scenic
effects at Niagara Falls resulting from erosion and diversion
of water, a Special International Niagara Board was con-
stituted by the two governments early in 1926 to conduct
an extensive investigation into the preservation of the
scenic beauty of the falls, and an analysis of all factors
relative thereto. The United States members of the Board
were De Witt C. Jones (then Major), Corps of Engineers,
United States Army, district engineer at Buffalo; and
J. Horace McFarland, past-president of the American Civic
Association and chairman of the Art Commission of the
State of Pennsylvania. The Canadian members were Charles
Camsell, then deputy minister of the Department of Mines,
and J. T. Johnston, then director, Dominion Water Power
and Reclamation Service, Department of the Interior.
The objective of the Special Board was, in brief, to deter-
mine how the scenic beauty of Niagara falls and rapids
could best be maintained, by what means and to what
extent the impairment thereof by erosion or otherwise could
be overcome and, consistent with the preservation of the
scenic beauty of the falls and river, to determine what
quantity of water, additional to that permitted to be
diverted by the Boundary Waters Treaty, might be diverted
either temporarily or permanently.
The Board's investigations which extended over a period
Goat Island flank of Horseshoe falls from Canadian side.
(Above) November 26, 1925, discharge over Horseshoe, 106,000
cu. ft. per sec. (Below) April 30, 1913, discharge 198,000
cu. ft. per sec.
THE ENGINEERING JOURNAL July, 1943
391
of more than two years embraced all features of the scenic
spectacle including the rapids above the falls, the falls
themselves, the Maid of the Mist pool, the Whirlpool and
Lower rapids. Special field methods were devised and used
to determine, by photographic surveys, the position of the
crest line of the Horseshoe and American falls. Float surveys
determined the mean depths of water and the velocities and
discharges in each 100-ft. panel along the crest of the Horse-
shoe falls. Meterings were made of the discharge over the
American falls. Aeroplane photographs were taken from
which a mosaic was made of the American and Horseshoe
falls and of the rapids above disclosing with accuracy the
location of the cascades, obstructions and shoals, direction
of currents and general characteristics of the rapids.
Special geological investigations were conducted and a
scientific study was made of the colour effects on the falling
curtain of water at the falls. An exhaustive analysis was
made of all discharge and gauge records of the Niagara river
and studies were made of ice problems with special reference
to the effect of ice on the operation of power plants and to
the discharge required in the river to carry off ice. At the
same time, the Board reviewed and gave careful considera-
tion to all available earlier investigations which had been
made into conditions at the falls and which had a bearing
on their recession and preservation. Views and suggestions
were also invited from engineers who had previously given
time and study to the problem and much valuable informa-
tion was secured in this way.
Following the submission to the two governments of an
interim report on December 14, 1927, designed to further
the construction of initial remedial works, the Board's final
report was completed and signed June 22, 1928.
In this final report, the Board found that the scenic
beauty of Niagara falls had been adversely affected by the
development of three conditions:
(a) Erosion and recession of the crest line upstream.
(b) Low flows in the Niagara river resulting from low
cycles of levels in the Great Lakes system.
(c) The withdrawal of water from the Great Lakes and
the Niagara river for power, navigation and sanitary pur-
poses.
In regard to erosion and recession, its studies indicated
that the mean rate of recession of the central part or "apex
zone" of the Horseshoe falls had been 3.8 ft. per year from
1842 to 1905-06 and, from 1905-06 to 1927, 2.3 ft. per year.
A statement which had received wide circulation "that the
Horseshoe falls is 'committing suicide' and is in danger of
destroying itself as a spectacle by cutting a narrow 'notch,'
destroying the symmetry of the Horseshoe, possibly degen-
erating into a cascade and eventually draining the American
falls," was found by the Board to be quite unwarranted for
the following reasons:
First — For some years the recession of the crest has tended
to move upstream along the course of two diverging deep
water channels on either side of a central shoal, with the
result that the "toe" of the Horseshoe is growing broader
rather than cutting into a single "notch."
Second — The floor of the upper rapids and the crest of
the falls is a very hard and thick stratum of limestone.
Recession occurs through the falling of large blocks of this
limestone as it is undercut through the wearing away of
softer underlying strata. The thickness of this upper stratum
increases from about 78 ft. at the present crest line to about
130 ft. at the head of the upper rapids. As the crest moves
upstream, the increased thickness of this stratum will de-
crease the rate of recession.
Third — As the falls recede, the active part of the crest
will increase in length, and the flow per unit of crest will
decrease. This natural thinning out of the flow will tend to
decrease the rate of recession.
Fourth — During recent years, a large part of the flow has
been diverted for power purposes. This fact has probably
decreased the rate of recession.
For these reasons, the Board concluded that the active
part of the Horseshoe will broaden out and the crest line
lengthen in graceful curves and that, if adequately sup-
plied with water, the main part of the Horseshoe, 100 or
200 years hence, should present an appearance equal or
superior to the present. It was estimated that recession will
not progress to the point of draining the American falls for
at least 2,000 years.
Recessions of the Horseshoe falls, however, were found
to have adverse effects on scenic values on the Goat island
and Canadian flanks. If left to nature, the Goat Island
shelf would soon be completely dry, even in high 'water
seasons, and would take its natural place as a part of the
wall of the gorge. The same condition would take place at
the Canadian flank but in less degree.
The recession of the American falls was found to be negli-
gible as the flow over the crest had never been sufficient to
cause any material wearing away of the talus at the foot
of the falls which, so long as it exists, prevents undercutting
and consequent erosion. On January 17, 1931, however,
subsequent to the Board's Final Report, a fall of about
76,000 tons of rock took place at the centre of the American
falls extending for a distance of 280 ft. along the face of
the falls and producing a maximum indentation in the crest
line of 70 ft. In a supplementary report of November 10,
1931, the Board dealt with this fall of rock, expressing the
opinion that it did not result from any sudden cause but
was the culmination of a very slow and gradual process of
weathering and erosion extending over a very long period
of time, probably hundreds of years.
In regard to the adverse effect of low lake stages of the
Great Lakes system on scenic values at the falls such as
were being experienced during the period of the Board's
investigations, a study was made of the long term meteoro-
logical records and it was concluded that recurrent and de-
pendable periods of average and high flows in the Niagara
river are to be anticipated with only rare periods of abnor-
mally low flow.
Diversions of water for power, sanitary and navigation
uses were found to have operated proportionally to injure
the scenic integrity of Niagara and had been a large factor
in thinning the flow at the flanks of the Horseshoe falls.
To remedy or prevent existing or prospective impairment
of the scenic beauty of the falls, the Board gave considera-
tion to what measures or works might be undertaken. It
was concluded that the flanks of the Horseshoe and the
rapids immediately upstream therefrom could be reclothed
with an adequate flow and kept covered for man}' hundreds
of years by the construction of works to abstract water
from the deep channels now feeding the central portion of
the Horseshoe and to divert such water to the flanks. The
rate of recession of the central portion of the Horseshoe
which was already found to be decreasing could be further
decreased in some measure by abstracting water from the
central heavy flow; this recession, however, would not be-
come an active menace to scenic effects for several hundreds
of years. Elaborate works designed to fix the Horseshoe in
its present position were considered unnecessary and if un-
dertaken would be only partially successful and would
probably destroy some of the present important scenic
effects. The injuries to the rapids in the vicinity of Three
Sisters islands and in the American channel and to the
American and Luna falls could be overcome by works located
above the first cascade, designed to raise the level of the
Grass Island pool and throw more water against the head
of Goat island and into the American channel.
The works proposed by the Board to reclothe the flanks
of the Horseshoe consisted of submerged irregular weirs
built from near the shores of the rapids just upstream from
the flanks and extended into the adjacent heavy flows which
now feed the central portion of the Horseshoe far enough to
intercept the desired amount of water and guide it toward
the flanks. The effect of the weirs would be reinforced by
the excavation of such shoals and high areas near the shore
392
July, 1943 THE ENGINEERING JOURNAL
as now tend to force the flows from the flanks toward the
centre. To restore the scenic effects at the Three Sisters
islands and at the American falls it was proposed to con-
struct a deeply submerged rubble mound weir above the
first cascade extending from near the Canadian shore toward
the shoal at the head of Goat island and designed to raise
the elevation at Grass Island gauge in the Grass Island
pool one foot at standard low stage and under the then
existing conditions of diversion. The cost of the works
was estimated at $1,750,000. In conjunction with the con-
struction of these works it was proposed to test their efficacy
by the withdrawal, on a temporary basis, through power
stations on both sides, of 20,000 cu. ft. per sec. in addition
to the limits imposed by the Boundary Waters Treaty of
1909.
In regard to the question of what additional quantities
of water might be permitted to be diverted for the develop-
ment of power consistent with the preservation of the scenic
beauty of the falls and river, the Board was not prepared
to make an exact statement. It suggested, however, that
additional diversions might be made experimentally and
progressively on a temporary basis under governmental
observation and control, and in conjunction with possible
extensions of remedial works, to determine to what extent
diversions might be made without undue disadvantage to
the scenic spectacle. The Board hazarded the opinion that
an aggregate total diversion from the falls of 100,000 cu. ft.
per sec. during daylight hours would be close to, if not past,
the danger line of subordinating scenic attractiveness to
power possibilities. It also suggested that power diversions
around the Whirlpool and Lower rapids should not exceed
70,000 cu. ft. per sec. during daylight hours until observa-
tions of the rapids under the new conditions should have
indicated that scenic values would not be impaired by
additional diversions.
International Action
Following the submissions of the Special International
Niagara Board to the Governments of Canada and the
United States, a convention, known as The Niagara Con-
vention and Protocol, was signed by representatives of the
two governments at Ottawa on January 2, 1929. This con-
vention provided that remedial works should be constructed
in the Niagara river above Niagara falls designed to dis-
tribute the waters of the river so as to ensure at all seasons
unbroken crest lines on both the Canadian and American
falls and an enhancement of their present scenic beauty;
also that, concurrent with the construction of remedial
works and as a temporary and experimental measure, diver-
sions (through existing water passages) of an additional
10,000 cu. ft. per sec. on the United States side of the river
and 10,000 cu. ft. per sec. on the Canadian side of the river
should be permitted for a seven-year period beginning each
year on the first day of October and ending the 31st day
of March the following year. It was also provided that the
cost of the works would be borne by the Hydro-Electric
Power Commission of Ontario on the Canadian side and
by the Niagara Falls Power Company on the United States
side.
The Niagara Convention and Protocol was approved by
the Parliament of Canada on May 20, 1929, but upon sub-
mission to the Foreign Relations Committee of the United
States Senate it was reported against by that body on
February 18, 1931.
No further international action was taken until 1941
when, on March 19, the Great Lakes-St. Lawrence Basin
Agreement was signed at Ottawa by representatives of the
Governments of the United States and Canada. This agree-
ment was wide in scope and embraced virtually all matters
related to the utilization of the water in the Great Lakes-
St. Lawrence basin. Article IX of the agreement provided
for the construction of remedial works in the Niagara river
and for the immediate diversion on each side of the river
of an additional 5,000 cu. ft. per sec. of water for power
purposes. Provision was also made for testing the effects
of the remedial works under a wide range of conditions by
a Great Lakes-St. Lawrence Basin Commission to be estab-
lished by the two governments under the terms of the
agreement and for recommendations by the Commission
respecting diversions of water from Lake Erie and the
Niagara river.
The Great Lakes-St. Lawrence Basin Agreement has not
yet been approved by either government. In the meantime,
however, urgent war emergency demands in both countries
for additional power in the area tributary to the Niagara
river resulted in the authorization, by successive exchanges
of notes between the two governments, of increased diver-
sions of water for power purposes on both sides. The latest
exchange of notes, that of October 27, 1941, brought the
authorized diversions to virtually the maximum capacities
of the existing generating plants; 32,500 cu. ft. per sec. on
the United States side and 50,000 cu. ft. per sec. on the
Canadian side; the increase on the Canadian side including
an amount equivalent to the water which is being or is
shortly to be diverted by Ontario from the Albany river
watershed to the Great Lakes system ; an amount estimated
to average 5,000 cu. ft. per sec.
In authorizing these temporary additional diversions, the
two governments recognized the importance of undertaking
immediately the construction of remedial works in the
Niagara river above the falls not only for the protection of
scenic values but also for the improvement of power-pro-
ducing facilities during the war emergency. In the exchange
of notes it was agreed that the total cost of remedial works
undertaken would be divided equally between the two gov-
ernments, and temporary advisory committees which had
been constituted by each government in October 1940 in
connection with the Great Lakes-St. Lawrence Basin project
were instructed to concert for the purpose of recommending
to the two governments (1) the exact nature and design
of the remedial works that should be constructed in 1942
and (2) the allocation of the task of construction as between
the two governments. The committees submitted a joint
report on January 23, 1942, recommending the immediate
construction, at an estimated cost of $803,000, of a sub-
merged weir in the Grass Island pool, designed to raise
the water surface in the pool one foot more or less at 'stand-
ard low water' as envisaged by the Special International
Niagara Board. The report pointed out that, in addition
to improving conditions for the generation of power, the
construction of this weir would also improve the scenic
beauty of the falls by diverting additional water to the
American falls and over the Goat Island flank of the Horse-
shoe falls.
It is not the purpose here to discuss the design of the sub-
merged weir or the construction methods proposed by the
committees as these are to be dealt with in a separate paper.
It is sufficient to say, that the governments accepted the
joint recommendations of the committees and work is pro-
ceeding on the construction of the weir, on the United States
side under the direction and control of the United States
Army Corps of Engineers and, on the Canadian side, by
the Hydro-Electric Power Commission of Ontario under
the control of the Dominion Department of Transport.
Observation of the effects of the submerged weir on the
distribution of flow below the first cascade will afford useful
information in connection with determining the nature of
the further work required to reclothe the flanks of the Horse-
shoe falls with water and to preserve and improve the scenic
beauty of the falls.
THE ENGINEERING JOURNAL July, 1943
393
B- HYDRAULIC ASPECTS OF THE REMEDIAL WEIR
C. G. CLINE, m.e.i.c.
Senior Assistant Engineer, Dominion Water and Power Bureau, Surveys and Engineering Branch,
Department of Mines and Resources, Niagara Falls, Ont.
It has been explained in the first part of this paper how
the submerged weir now being built in the Niagara river
fits into the general plans for the preservation of Niagara
falls. This section of the paper deals with the weir from the
hydraulic standpoint. However, before discussing the prob-
lems presented by the weir construction, the general hy-
draulic conditions in the Niagara river will be reviewed.
Hydraulic Conditions in Niagara River
Due to the natural regulation provided by Lake Erie
and the upper Great Lakes, the flow of the Niagara river
is remarkably steady and does not have the great fluctua-
tions common to most streams. The discharge is controlled
primarily by the elevation of Lake Erie at its outlet at
Buffalo, which is subject to change from day to day, from
season to season and from year to year. Slow changes in
the mean elevation of the whole lake result from differences
between the run-off into the lake and the out-flow. More
rapid changes at any one point may result from oscillations
of the lake surface caused by wind or by differences in
barometric pressure; usually these changes are small but
occasionally a severe storm may cause a rise or fall of
several feet at the lake outlet within a few hours. All fluctu-
ations in lake level at Buffalo, whether slow or fast, cause
LAKE ERIE
PLAN OF NIAGARA RIVER
SHOWING DISCHARGE CONTROLS
ANO MASTER GAUGE SITES
Fig. 1 — Plan of Niagara river.
corresponding fluctuations in the stage and discharge of
the river.
Between Lake Erie and the falls, there are 22 mi. of
unbroken water followed by 3,500 ft. of cascades that form
the approach to the falls themselves. The flow from Lake
Erie is controlled by a limestone ledge at the outlet of
the lake, Fig. 1. In the first four miles, there is a fall of
five feet with relatively high velocities; an additional five
feet is distributed over the remaining 18 mi. with much
lower velocities. Under these conditions, the control at the
lake outlet acts as a submerged weir: the discharge is con-
trolled primarily by the headwater elevation of Lake Erie
at Buffalo and secondarily by the tailwater elevation below
Black Rock. Thus it follows that the discharge from the
lake, and also the level of the lake itself, are affected slightly
by anything that interferes with normal flow conditions at
any point between the lake and the cascades.
Several sets of meterings of the river discharge have been
made at various times during the past 50 years at, or near,
the Fort Erie-Black Rock railway bridge by field parties
of the United States Lake Survey and the Dominion Water
and Power Bureau. The most recent meterings were made
by the Lake Survey in 1931; following this work, previous
discharge equations for the Niagara river were reviewed by
the Lake Survey and a new equation was derived which
includes a term for the fall between the Buffalo and Black
Rock gauges as follows: —
Discharge = 1,989 (Buffalo - 556.78) 3/2 (Buffalo - Black
Rock) 0i (1)
Coming downstream, the river is divided into two channels
by Grand island, about 60 per cent of the flow passing
down the west channel.
Below Grand island, the wide portion of the river ex-
tending for some three miles to the head of the cascades,
is known as the "Chippawa-Grass Island pool," though the
designation "pool" is somewhat of a misnomer since the
slope in this portion of the river is considerably steeper
than in the channels above. From this pool, Fig. 2, water
is diverted at Chippawa, on the Canadian side of the river,
for the Queenston power plant; also near Grass island, on
the United States side, for the two plants of the Niagara
Falls Power Company. The upper crest of the cascades,
which forms the control for this pool, is divided into two
parts by Goat island, ninety-five per cent of the river flow
passing south of the island and over the Horseshoe falls
and the remaining five per cent passing north of the island
and over the American falls. From the upper end of Goat
island, a rock shoal extends upstream for 3,000 ft. or more,
and the water for the American falls passes north of this shoal.
Through the cascades and Horseshoe rapids, there is a
fall of 50 ft., each line of white water forming an independent
control that prevents any change in water level from being
transmitted upstream. In the rapids above the Horseshoe
falls, much of the water is carried by two main channels
which tend to converge at the crest of the falls but, farther
upstream, are separated by an extensive area of shoal water
in mid-river.
Below the falls, the water level in the Maid-of-the-Mist
pool is controlled by the solid rock stream-bed at the head
of the Whirlpool rapids. Through the rapids, there is a
fall of 45 ft. in a distance of one mile. There is a similar
control at the outlet from the Whirlpool with a fall of 45 ft.
below it in a distance of four miles. The remaining seven
miles of river has a comparatively flat gradient to Lake
Ontario.
The Remedial Weir
As explained above, the weir being built this season in
the upper Niagara river is part of the remedial works recom-
394
July, 1943 THE ENGINEERING JOURNAL
mended by the Special International Niagara Board. Its
general purpose is to raise the level of the water in the
Chippawa-Grass Island pool. At low water, a rise of several
feet might be permissible but too great a rise at high water
might cause serious damage by over-topping the parapet
along the Niagara Falls Power Company's canal. The allow-
able amount of rise at low water was specified as one foot
at the Grass Island gauge, which is located near the power
company's intakes. Because of the hydraulic characteristics
of the submerged weir, the rise at high water will be some-
what less than one foot.
The submerged weir is being built in the main channel
of the Niagara river about one-half mile upstream from
the crest of the first main cascade. From the information
originally available, this location was selected as being most
advantageous for the purpose desired. The suitability of
the adopted location was confirmed when, following the
erection of the cableway, reliable soundings and velocity
observations were obtained from the cable car. The bottom
of the river is flat bed-rock with occasional crevices and
some boulders. The cross section is comparatively uniform,
Fig. 3, with a maximum depth of 15 ft. at the present stage
of the river. The maximum velocity observed was eight
feet per second or 5}/£ mi. per hour. The broken line outlines
the part of the cross section that will be occupied by the weir.
The weir is being built of loose rock. The elevation tenta-
tively selected for the crest, as shown in Fig. 3, will give
an overflow depth of 6.5 ft. at low water, which should be
ample for passing ice. At the Canadian end of the weir, a
gap several hundred feet long is to be left between the weir
and the shore in order to maintain present water levels at
the intakes of the power plants farther downstream. How-
ever, both the elevation of the crest and length of weir are
still subject to minor changes according to the effect on
water levels observed as construction proceeds.
The water levels in the Niagara river will be affected by
the remedial weir from the crest of the falls upstream to
Lake Erie. The rise of one foot at Grass island will decrease
gradually as the distance upstream increases, the expected
rise at Lake Erie being about one-tenth of a foot, which
will be of some benefit to navigation. However, the points
at which it is most important to measure the exact amount
of the rise are the intakes of the various power plants on
both sides of the river and the crests of the Horseshoe and
American falls.
Gauge Relation Formulas
The problem is to devise a method of computing the
effect of the weir on river levels as construction proceeds
and thus determine the final elevation of crest and length
of weir that will be required to give the desired rise in
water level.
Water level recording gauges have been maintained for
many years at numerous sites along the river, so that a
great amount of precise water level data are available for
hydraulic studies. The construction of the remedial weir,
which affects the water level at gauges in the upper river,
has no effect at gauges in the lower river. Hence the records
of water level at these lower river gauges afford a reliable
basis of comparison for determining the effect of the weir
at gauges in the upper river.
The Morrison Street gauge in the Maid-of-the-Mist pool
near the head of the Whirlpool rapids was adopted as the
standard reference gauge for these gauge relation studies.
This gauge was established in 1922 and an excellent record
is available as it is checked by comparison with the 3A gauge
of the Niagara Falls Power Company one mile upstream
and also with a gauge at the Whirlpool. The site is very
sensitive to changes in river discharge and its permanent
discharge control is not affected by weed growth in summer
and only rarely by ice in winter. The gauge is used to
record the discharge of the lower river, an accurate rating
having been developed by transferring downstream the
rating of the Buffalo gauge. The discharge formula, given
below, was developed by the United States Lake Survey
PLAN OF NIAGARA RIVER
IN VICINITY OF FALLS
SHOWING GAUGE LOCATIONS
Scale I : 30 000
STATUTt MILES
Fig. 2 — Plan of Chippawa-Grass Island pool.
following the meterings made in 1931 and was checked
and adopted by the Dominion Water and Power Bureau.
Meterings made from the construction cableway in Sep-
tember of this year, with the addition of the discharge
over the American falls and the diversion made by the
Niagara Falls Power Company, gave a close check on the
accuracy of this formula. The Morrison Street discharge
does not include the water diverted by the Queenston power
plant, which must be added to give the total flow of the
river, such as is given directly by formula (1) above. The
formula for the discharge past the Morrison Street Gauge
is as follows:
Discharge = 786 (Morrison - 301.10) 3/2 (2)
In developing gauge relation equations between Mor-
rison Street and any given gauge in the upper river, the
factors involved are the fluctuations in the river discharge
and in the power diversions and the effect of the seasonal
cycle. The fluctuations in river discharge are shown by
the changes in the Morrison Street gauge height, and the
corresponding effect on the upper river gauge is determined
by means of what has been designated the "discharge
coefficient." Similarly, "diversion coefficients" are used to
show the effect of changes in the power diversions. The
formulas used are of the following form: —
G.H. = K+a (M-S36)-bQn-c U.S... (3)
where G.H. = computed gauge height at given gauging
point in upper river;
K = elevation at given gauge corresponding to elevation
336.0 at Morrison Street when diversion is zero. The
numerical value of K varies during the open water season
THE ENGINEERING JOURNAL July, 1943
395
due to the effect of the seasonal
cycle, as explained below.
a = dimensionless discharge coeffi-
cient, indicating the amount of
change at the upper river gauge
corresponding to a change of
one foot at Morrison Street.
b and c = dimensional diversion co-
efficients for the Queenston and
United States diversions, re-
spectively, showing the amount of lowering in water
level at upper river gauge for each 10,000 cu. ft. per
sec. of diversion.
In order to be able to use formula (3) for com-
paring the water levels obtaining at any given gauge
at various times, it is necessary to find the correct
numerical values of the four unknowns: K, a, b and c. The
data available for this purpose consist of: the mean daily
gauge heights as recorded over a period of years at the
Morrison Street gauge and at the given upper river gauge ;
the mean daily power diversions as recorded at the various
power plants. The problem is somewhat similar to an analy-
sis of the tides, in which it is necessary to assign values for
the effect of each of the various solar and lunar components.
The mathematical process applicable in that case, known as
the method of least squares, can be used in this case also.
Using the mean daily figures, each day's record of gauge
heights and diversions will give the data necessary for one
observation equation of the general form of equation (3),
in which the mean daily gauge heights and diversions are
known and K, a, b and c are the unknowns. From the
selected number of observation equations, the corresponding
normal equations are formed in the usual way. As explained
in text books on the subject, the solution of the normal
equations as simultaneous algebraic equations, will give the
most probable set of values for the unknowns, the set that
will make the sum of the squares of the residuals a minimum.
In this case, the residuals are the differences between the
gauge heights actually observed at the given gauge and
those calculated by using formula (3) with the set of values
found for the unknowns.
The seasonal cycle, apparently due to the growth of
aquatic plants, causes a rise in water level during the early
summer, which reaches a maximum usually during July or
August and then decreases gradually to zero late in the
fall. Its general trend is fairly consistent but there are
minor variations from year to year in its amplitude and
time of incidence. In the Chippawa-Grass Island pool, the
average maximum value is two-tenths of a foot. Below the
crest of the cascades, no seasonal cycle can be detected.
In solving the normal equations for gauges in the Chip-
pawa-Grass Island pool, because of this seasonal cycle, it is
necessary to resort to an expedient not mentioned in the
text books: each month, or group of months, must be
allowed to have its own independent value of K; otherwise
incorrect values may be obtained for the coefficients. A
similar procedure should be followed whenever there has
been any permanent break in the normal gauge relations.
Usually the values of the coefficients only are derived by
this method, the particular value of K to be used for any
given purpose being determined by a different method, as
explained below.
The method of least squares has its limitations and must
be used with discretion in computing gauge relation for-
mulas. It can determine accurate values of the various dis-
charge and diversion coefficients only if there has been a
considerable range of independent variation in river dis-
charge and in each diversion during the period covered
by the observation equations. The best results are obtained
when there are accurate records extending over a period of
several years, because then there will be sufficient variation
in river discharge for the accurate determination of the
discharge coefficient. A similar opportunity for determining
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Fig. 3 — Cross section at site of remedial weir
the diversion coefficients is obtained by using periods in
which changes have occurred in the power diversions. If
the available period of record is short, somewhat more reli-
able results can be obtained by discarding days in which
the normal gauge relationship has been disturbed by storms
or other causes; the size of the residuals obtained from a
preliminary solution is used as the criterion for discarding
doubtful days for the final solution. In any case, all data
used should be selected from the open-water season only,
when there is no danger of ice disturbances.
Grass Island Gauge
The Grass Island gauge, located at Grass Island near
the intakes on the United States side of the river, is to be
used as the main reference gauge for determining the rise
in water level that will result from the construction of the
remedial weir. The weir, in accordance with the plan sub-
mitted by the Board, is to raise the water at this gauge
one foot at standard low water, the stage being specified
because the effect of the weir will be somewhat less at high
than at low stages. In 1926, standard low water was defined
on the Lake Survey charts as 570.0 at Buffalo and 560.6 at
Grass island, which corresponds to a discharge of 155,000
cu. ft. per sec. from Lake Erie. At that time, the total
diversion from the Chippawa-Grass Island pool was about
31,000 so that the discharge over the crest of the cascades,
which is the controlling factor on pool levels, was 124,000
cu. ft. per sec. At present, the discharge over the cascades
is 145,000 cu. ft. per sec. but, allowing for the usual seasonal
decrease, by the end of November, 1942, when the weir is
nearing completion, it should be not much greater than
124,000. The discharge from Lake Erie is greater than that
for low water but this is balanced by the increase in the
diversions from the pool.
The numerical values of the dischage and diversion co-
efficients in Formula (3) for Grass island were obtained by
using the method of least squares, as explained above. In
order to complete the formula for use this year, it was
necessary to determine the 1942 spring value of the term À'
prior to the beginning of the causeway construction or while
it was in its early stages. For gauges in the Chippawa-Grass
Island pool, usually there is a period of about three weeks
for determining the spring value of K, after the ice effect
has ceased and before the start of the rise due to the seasonal
cycle. This year, the start of work on the causeway reduced
this period for most gauges to about one week near the end
of April. The complete formula in use this year (1942) for
Grass island is as follows:
G.H. = 560.13+0.217 {Morrison- 336.0) -0.3 10 U.S. . . . (4)
In this formula, the value of the Qn coefficient is taken
as zero. This does not mean that the Queenston diversion
does not have any effect on the water level at Grass island.
It does mean that a Queenston diversion of 10,000 cu. ft.
per sec, say, would have the same effect as a change of
10,000 in the discharge of the river. At the Material Dock
gauge, which is located close to the intake, the draw-down
effect of the diversion is somewhat greater than the effect
of a decrease in discharge and the Qn coefficient is negative
though numerically small. Farther upstream, the effect is
less and the Qn coefficient becomes positive. The reason for
this, of course, is that the Queenston diversion is not in-
cluded in the flow past the Morrison Street gauge, as men-
tioned above.
396
July, 1943 THE ENGINEERING JOURNAL
Water Level Diagram
This gauge relation formula (4) for Grass island is used
with the 1942 recorded Morrison Street gauge heights, and
the power diversion figures, to compute the mean daily
gauge heights that would have obtained at Grass island if
there had been no construction work and no seasonal cycle
this year (1942). The difference between these computed
gauge heights and those actually observed, will represent
the change due to the construction work, except that the
effect of the seasonal cycle will be included.
The plotting of these differences between the computed
and observed gauge heights at Grass island for 1942 is shown
JTtAN]Oit nri WAT trr t-t vt US
RÉSUqfNG FRÔNTWÊtR CÔN$Tf tOCTKW AND SEfSONftLfYCt^
Observed 9tobe Minus Computed Sioge
KEt>lf OAIUY
TTT]
TTT
i~m
TTT
TTT
T~l
Fig. 4 — Water level diagram for Grass Island.
on Fig. 4, starting about the first of May. By June 5th, 1942,
the causeway and the foundation of Tower island were
finished and the diagram shows a corresponding rise of
three-tenths of a foot in the water level at Grass island.
During the rest of June, there was an additional rise of
three-tenths, followed by a fall of two-tenths during July.
Part of this rise and fall may have been due to the seasonal
cycle and part to the fact that the effect of causeway and
island increases as the stage increases. Also, it may be that
it takes time for the river to adjust itself to new conditions.
The diagram shows a small additional fall during August
so that the net rise by September 8th was about three-
tenths of a foot, which may be taken as the net effect of
causeway and island, though a small part may be due to
the seasonal cycle.
Before the end of October, two 100-ft. openings are to
be made in the causeway where the water is deepest. This
should eliminate most of the rise due to the causeway.
Also, the effect of the seasonal cycle diminishes during the
fall. Thus, as the weir nears completion, the rise shown by
the water level diagram should be mainly that caused by
permanent structures, consisting of the weir itself and the
small artificial island which is to be landscaped and allowed
to remain in place. Ultimately the causeway will be re-
moved entirely.
The placing of rock for the weir itself started on Sep-
tember 8th. The amount of rock placed to date (October 15),
is almost exactly half of the estimated total. The corre-
sponding rise in water level at Grass island was 0.25 ft.
However, it is natural to expect
that the effect of the upper half of
the weir will be greater than that
of the lower half.
At 14 other gauges above the
falls on both sides of the river,
similar diagrams are being main-
tained to show the effect of the
weir as construction proceeds.
Effect of Remedial Weir
The main purpose of the Niagara
Board in recommending the con-
struction of the remedial weir was
to preserve the beauty of the falls.
Its construction at the present
time, however, can be justified
only because of its effect in increas-
ing the output of power for war
use; on that account, it has been
given a relatively high priority
rating. The rise of one foot, more
or less, at the power intakes in the
Chippawa-Grass Island pool will
produce extra power because it will
increase the carrying capacity of the power canals as well
as giving a small additional head on the plants. In addition,
the rise in water level at the intakes should help to
reduce winter ice troubles and consequent power interrup-
tions. It has been estimated that the increase in firm power
at all plants affected will exceed 30,000 hp. There are few
other industrial areas where such a substantial amount of
power could be secured with the use of such small amounts
of critical materials.
Notwithstanding this present utilitarian function, the
weir will fulfill also its original purpose, as envisaged by the
Board, of helping to preserve the beauty of the falls. The
scenic value of the American falls and the Three Sisters
islands will be enhanced by the resulting increase in the
flow around both sides of Goat island and there should be
some improvement in appearance at the American end of
the Horseshoe falls.
THE ENGINEERING JOURNAL July, 1943
397
THE STATISTICAL CONTROL OF QUALITY
Proceedings of the third professional session of the Fifty -Seventh Annual General Professional Meeting of
The Engineering Institute of Canada, held at Toronto, Ont., on February 12th, 1943.
Professor E. A. Allcut, M.E.I.C., presiding
INTRODUCTION
In his opening remarks, the chairman referred to the
vital importance of the production of munitions of war and
to the necessity of discussing the technical factors related
thereto. The control of quality was one of the most im-
portant of these factors as, if the limits of quality were wide,
output might be increased, but not necessarily the useful
output. On the other hand, if the limits were too narrow
the quality obtained would be of a higher grade than that
required for the job and the quantity produced would cer-
tainly be less than it should be. It was necessary, therefore,
to know where to draw the line so that the requisite standard
of quality might be obtained and maintained. Statistical
control enabled large quantities of similar products to be
kept within the prescribed limits without the necessity of
examining every piece. He believed he was correct in saying
that the first reference to it appeared in the Bell System
Technical Journal in 1928, and recently it had received con-
siderable impetus, not only in inspection work but also in
helping to specify reasonable manufacturing limits.*
As this method originated with telephone work, it was
appropriate that the first speaker should have been for
twelve years the inspection superintendent of the Northern
Electric Company in Montreal. Mr. Vroom was a native
of St. Stephen, N.B., was a graduate of McGill Univer-
sity and had recently been appointed shop superin-
tendent of the Telephone Division of the Northern Electric
Company.
APPLICATION OF STATISTICAL INSPECTION IN THE TELEPHONE INDUSTRY
H. H. VROOM, m.e.i.c.
Telephone Shop Superintendent, Not them Electric Company, Limitei, Montreal
The following is a brief discussion of statistical methods
of inspection which, after years of trial, have proved
effective in controlling the quality of telephone apparatus
and equipment manufactured by the Northern Electric
Company.
Statistical Sampling Inspection
This method of saving inspection labour and still main-
taining satisfactory control over the quality of product has
been used by the Northern Electric Company for the past
fifteen years. It is employed in cases where it is satisfactory
to inspect only a portion of the pieces in a lot and to accept
the lot if the inspection results for the sample fall within
the required "average outgoing quality limits" (AOQL).
For example, a 3 per cent AOQL would mean that a maxi-
mum of three per cent of defective pieces is allowable.
Such conditions exist, for example, in the process in-
spection of component parts of product units, where the
purpose of inspection is to ensure that the quality passing
on to the next stage is such that no extraordinary effort
will be expended on defective parts. Characteristics, whose
conformance to specified requirements is of vital import-
ance to the functional quality of the product, and for which
100 per cent inspection is feasible, may not of course be
considered for sampling inspection.
As carried out by the Northern Electric Company the
scheme requires the systematic collection and examination
of two samples from each lot. For each size of lot, "accept-
ance number," "AN," are assigned for the first and second
samples. These numbers are based on experience with the
"Process Average" which is the average per cent of defects
under normal conditions of the product submitted for
inspection over a period of time. The "acceptance number"
is greater, the greater the process average, and the larger
the lot. Typical values for a AOQL of 3 per cent, and a
process average of from 1.141 to 1.520 per cent are shown
in Table I for various sizes of lot. Similar double sampling
Tables are used for other values of AOQL from 0.5 per cent
up to 5 per cent.
In arriving at the process average, conditions of abnor-
mally high percentage of defects are excluded. If the process
average is not known, a set of tables based on a process
average of 1.901% and over is used.
* See discussion on "The Application of Statistical Control to the
Quality of Materials and Manufactured Products," Jrl. I. Mech.
Engrs., June, 1932.
The steps followed by the inspector in applying the
sampling table are shown in Fig. 1.
Circulating Machine Inspection
This system has replaced statistical sampling inspection
in machine departments. It was adopted about five years
ago and follows the same principles as statistical sampling
except that the samples are collected by the inspector
TABLE I
Universal Double Sampling Scheme
Average Outgoing Quality Limit — 3% Defective
Process Average
1.141—1.520%
Lot Size
1st
Sample
2nd
Sample
SS
AN
ADD
TOTAL
AN
0—50
51—100
101—200
14
17
21
0
0
0
9
13
29
23
30
50
1
1
2
201—300
301—100
401—500
24
25
25
0
0
0
46
50
75
70
75
100
3
3
4
501—600
601—800
801—1000
30
30
55
0
0
1
75
80
100
105
110
155
4
4
6
1001—2000
2001—3000
3001—4000
65
70
100
1
1
2
135
195
200
200
265
300
7
9
10
4001—5000
5001—7000
7001—10,000
100
105
110
2
2
2
235
245
280
335
350
390
11
11
12
10,001—20,000
20,001—50,000
50,001—100,000
120
130
175
2
2
3
340
420
475
460
550
650
13
15
17
SS— Total in 1st Sample
AN — Acceptance Number
ADD — Increase in Sample
TOTAL— 1st Sample Plus Increase
AN in 2nd Sample is Allowable Defects in Total
398
July, 1943 THE ENGINEERING JOURNAL
directly from the machine. Before a machine is permitted
to run, after being set up, a sample of the product must be
approved by the inspector, and during the run he visits
the machine at regular intervals and take a sample of five
parts. This sample consists of one part directly off the
machine and four parts taken from the work produced since
his last visit.
If the machine is running continuously on the same
operation, the lot size is taken as one day's output. From
this the sample size required for any desired AOQL is
obtained from the sampling tables. As five parts are taken
at each visit the number of visits required during the day
is one-fifth of the sample size and visits are timed at regular
intervals.
On completion of the run on any part, the machine
operator saves the last part made which is taken by the
inspector as part of his last sample. This is to determine
whether the tools are still in good condition so that regrind-
ing or repair may be done before the tools are returned to
stock.
Machine inspection is advantageous under wartime con-
ditions from the standpoint of conservation of materials
and labour, as defects are usually detected before a large
quantity of defective work is produced. It is, however,
subject to Criticism on the grounds that it transfers the
responsibility for defective work from the operator to the
inspector. Although the operators are provided with gauges
there is undoubtedly a tendency to rely on the inspector.
Detail Inspection
Lots of parts which are rejected by the sampling inspec-
tion at the machines are sent to inspection benches for
detailing; also many of the parts manufactured show some
dimensions which must be controlled within narrow limits.
The machine inspection is not depended upon to finally
pass this work, but after the sample has been passed at the
machines it is sent to an inspection bench where a detail
inspection for these close requirements is made.
Detail inspection and testing is also performed on all
apparatus and equipment, and the defects are classified
and recorded for control purposes as described under
quality control.
Check Inspection
When apparatus and equipment is ready for delivery to
the customer, a percentage of the shipment ranging from
5 to 10 per cent is checked for the protection of the customer
and for the purpose of presenting to the management a
picture of the product shipped.
In order to obtain a composite rating based on a com-
bination of the various defects found, the defects are classi-
fied according to seriousness and evaluated on a demerit
basis as follows :
Class "A" defects — demerit value 100
These are very serious and render the unit totally unfit
for service.
Class "B" defects — demerit value 50
These are serious and may cause failure in operation,
or will surelv cause increased maintenance or decreased
life.
Class "C" defects — demerit value 10
These are likely to cause trouble less serious than an
operating failure.
Class "D" defects — demerit value 1
These are minor defects in finish, appearance or work-
manship.
The quality of each type of apparatus is recorded in
terms of demerits per unit, which is the average number of
demerits per complete piece of apparatus inspected for a
period of one month. This is plotted each month on a
control chart as compared with the expected quality, which
is the average quality obtained over a period of years,
adjusted to current design and manufacturing conditions
Inspect 1st Sample
If number of defects
found ir. 1st Sample
Does not exceed
1st Sample "AN"
Exceeds 1st
Sample "AN"
but does not
exceed 2nd
Sample "AN"
_i
Exceeds
2nd Sample "AN"
Inspect additional
Simple "ADD"
If number of defects
fcund in 1st k 2nd
Samples combined.
Does not
exceed
2nd Sample "AN"
I
Exceeds
2nd Sample "AN"
Accept
the
lot
Inspect all pieces in remainder
of the lot and correct or replace
all defective pieces found.
, | Fig. 1 — -Diagram showing sampling procedure.
and corrected where surveys of equipment in service indi-
cate that the quality is unsatisfactory.
, Upper and lower limit lines on this check inspection chart
show the boundaries of the range within which sampling
results may be expected to fall 95 times out of 100 if the
quality of the whole product is actually at the expected
quality level.
A single instance (month) where the line approaches the
lower limit line is no cause for alarm. Neither is a single
instance (month) which goes outside the range necessarily
very significant, because even a well controlled product will
have some normal variations above or below the expected
quality level.
But trends in the monthly sample results are the all im-
portant thing. A single wide deviation or a succession of two
or more results below the limit line, shows that the control
or process of manufacture requires attention. A succession
of sample results, even within the limit line but hovering
near it, is also significant in the same way.
The fact that even a detail inspection can only be
depended upon to screen out a percentage of the defects in
the product was illustrated by recent experience with
soldered connections in step-by-step equipment.
In the latter part of October and early November 1942
the shop experienced trouble of this kind caused by restric-
tions on the use of tin in solder and on the tinned wire.
Detail inspection and repair of rejections failed to establish
normal quality of product, but the serious nature of the
trouble was shown by a sudden drop in the quality line on
the Check Inspection chart. This resulted in the job being
immediately stopped for investigation and the product
being returned for rewiring.
The result of the investigation was a change in methods
which produced satisfactory soldered connections with
solder containing only 15 per cent of tin, a rise in the solder-
ing quality line within control limits in December shows
that the quality had been restored to normal.
Quality Control
With the Check Inspection picture of quality of finished
product as a guide, the problem is to control manufacturing
operations so that a product of desired quality may be
produced continuously.
THE ENGINEERING JOURNAL July, 1943
399
About six years ago, a plan of Quality Control by
"Bogeys" was introduced which has proved to be a decided
improvement over former methods. It involves the following
steps : —
(1) Each inspector makes a weekly report on each type
of product which he inspects, recording the number of
defects found on each inspection requirement.
(2) A summary combining the reports of all inspectors
on the same product is made weekly.
(3) A Bogey expressed in per cent of defects is set for
each requirement. In establishing these bogeys, considera-
tion is given to the quality which has previously been pro-
duced; to field experience and to what is considered as the
best quality which can reasonably be produced. In order
to meet the Check Inspection requirements of expected
quality the total bogey must not exceed five times their
standard. This is based on experience which shows that the
average inspector is from 80 to 90 per cent efficient in pick-
ing out defects.
(4) A Quality Control Report is filled in weekly for each
product. This shows the bogey and number and per cent
of defects found in each inspection requirement. Attention
is called to all items in which the defects exceed the bogey.
(5) The Control Reports on each product are totalled at
the end of each month and meetings of operating and
inspection foremen are held to discuss means of bringing all
attention items within control.
THE USE OF STATISTICAL METHODS IN FORESTRY
T. W. DWIGHT
Faculty of Forestry, University of Toronto
Before the science of statistical methods achieved its
present popularity and wide application, foresters had a
technique of statistical methods of their own which went
by the name of "forest mensuration." In the process of
measuring the present volume of standing timber, its rate
of growth, and probable future volume, foresters had occa-
sion to gather very large amounts of numerical data and to
prepare tables based on these data. As a result, they de-
veloped considerable statistical technique before they
became really conscious of the existence of a theory of
probability or a science of statistics.
It may perhaps be of interest to mention that foresters
were early venturers into the field of statistical methods.
Galton's famous presidential address in which he outlined
the mathematical basis of simple linear regression and cor-
relation was delivered in 1885. But forty years before this,
in 1846, tables giving the volumes of trees of different
diameters and heights for the chief European timber trees
had been prepared. The table for Norway spruce was based
on the measurement of eighteen thousand trees. The prepa-
ration of these tables involved what we now call multiple
curvilinear regression. The first table of this sort was pub-
lished as early as 1804. It was merely an approximation
arrived at by taking a uniform percentage of the volumes
of cylinders as corresponding to the volumes of trees.
The most important work of the forester to which statis-
tical methods are applied, is the ascertaining of the volume
of standing timber. This is done by measuring sample areas
comprising usually two-and-one-half or five per cent of the
total area. The areas sampled in this way are commonly
quite large and, occasionally, surveys are made of tremen-
dous areas. A few years ago, over half the timbered area of
northern Ontario was covered in the course of a few years.
In Europe, the whole area of the Scandinavian peninsula
and of Finland was covered in uniform surveys. In such
cases, the percentage samples is only a fraction of one per cent.
With the large amount of data available from these large
areas, it might be supposed that there should be little diffi-
culty in calculating the probable error of sampling, but this
is not the case. The difficulty is that there are significant
trends towards high and low values in different parts of
the area. Avoidance of the effect of these trends in the
determination of sampling error presents practical difficul-
ties. Since this situation is not likely to be encountered in
engineering work or is, there, easily overcome, discussion
of the problem here would seem to be inadvisable.
On the sample areas, only the diameters of the trees usu-
ally are measured. Their volumes are computed from aver-
age heights read from curves and volumes taken from tree
volume tables. The construction of these, curves and tables
involves simple and multiple curvilinear regression, and
usually is done by graphic methods.
The forester must however be able not only to estimate
the present volume of mature timber, but also the future
volume of young growth. In this work, periods are often
involved comparable to those handled by the life insurance
actuary, but in some cases going beyond one hundred years
of age, and so exceeding the periods commonly dealt with
by any branch of science except geology and astronomy.
These estimates are made by the use of tables, based on
the measurement of plots of different ages, whose construc-
tion involves special features of multiple regression technique.
Information not only of total volumes, but of the num-
bers and sizes of the trees at different ages is desired. This
is secured by constructing sets of harmonized frequency
curves — that is frequency curves which change gradually
in form with increase in average diameter. This is the only
field that I know of where harmonized sets of frequency
curves are constructed. Both graphic and algebraic methods
are used.
The diameter distributions of trees in different types of
forest are a most prolific and convenient source of frequency
curves of all types from normal to J-shaped, and including
bi-modal curves. For many years, French foresters have
used these frequency curves to check the condition and
development of their forests, and in particular their im-
provement under scientific management. Similar use is made
of frequency curves in connection with experimental plots
to give a graphic picture of the effects of different experi-
mental treatments on the growth of all different sizes of
trees on the plots.
Since every tree in temperate regions contains in its
annual rings a complete record of its past growth, it might
be supposed that measurement of these rings would give
the necessary data for estimating the future growth of an
area of timber. A very serious difficulty arises from the fact
that in a stand of timber, the increase in the size of the in-
dividual trees inevitably causes the death of a certain num-
ber of the smaller trees.
An estimate of the future volume of a young stand using
rate of diameter growth as a basis would involve a simul-
taneous estimate of mortality. It is possible that this can
be done in an indirect manner, but the method has not been
worked out in practice. In general, estimates of diameter
growth are confined to short periods, usually of only ten
years, or to cases where it may be assumed that mortality
will be negligible, as where trees are left growing with plenty
of room after removal of part of the stand by logging.
All the cases mentioned have been characterized by
plentiful data and there is usually little question of the
significance of relationships. Standard errors are however
computed to test the comparative efficiency of a new and
an old method of correlating data, to determine the im-
portance of the influence of a particular independent
variable, or to eliminate doubtful data.
When however one turns to the field of direct experiment,
400
July, 1943 THE ENGINEERING JOURNAL
the situation is exactly the opposite. With the establishment
of half a dozen permanent forest experiment stations in
Canada and fifteen or so in the United States, this type of
investigation has increased rapidly. In no field of investiga-
tion is so much labour and time involved in conducting
experiments. The extreme is reached in permanent sample
plots, which are re-measured at five-year intervals. Some
of these have been established for thirty-five years and yet
each of them furnishes the investigator with but a single
figure. Replication of experiments is therefore difficult but
in some cases it is possible to apply the tests of significance
for small samples.
The forester's experience with freehand curve-fitting
seems of particular interest. As was mentioned in the begin-
ning, foresters tackled complicated problems of curve-fitting
before the mathematical principles involved had been
worked out; as a result they evolved their own technique
and at first paid little attention to the later developed alge-
braic methods. However for the multiple curvilinear regres-
sion problems referred to, completely algebraic methods are
ruled out because of the volume of arithmetic that would be
involved, and even for the fitting of single curves there is a
great saving of work if curves can be fitted to plotted aver-
ages by graphic methods with sufficient precision. While
foresters have used algebraic methods of curve-fitting to a
considerable extent, they have improved their graphic
methods to such an extent that they secure practically as
close precision. This is achieved by careful technique in
drawing the curves and systematic checking and adjust-
ment afterwards. Objection is frequently made that the
drawing of a curve by purely graphic methods allows too
much latitude for individual judgment. It would seem how-
ever that objection may be made with equal force, that the
selection of an algebraic formula to be fitted by the method
of least squares arbitrarily fixes important features of the
shape of the curve without much reference to the basic data
at all. It may therefore be considered an advantage to have
the opportunity which a graphic method affords of applying
some personal judgment as to what the final shape of a
curve should be.
It should be emphasized that practically all the data we
work with in forestry are biological in origin and the result-
ing relationships cannot be expected to conform to any
simple mathematical formulas. The opposite is of course
true of many relationships used in engineering work, where
the nature of the relationship may most readily be deter-
mined by mathematical reasoning. Observational data are
then used merely to test the correctness of the mathematical
reasoning. The suggestion may perhaps be made from our
experience that where a relationship is being determined
from empirical data, a satisfactory curve may often be
secured by graphic methods.
DISCUSSION
Further discussion on the subject is invited. Written comments should be addressed to the General Secretary of the
Institute, at 2050 Mansfield St., Montreal, Que.
H. H. Fairfield1
The Metallurgical Laboratories in Ottawa, to which I am
attached, are dealing with various war problems and receive
inquiries from the Department of Munitions and Supply,
the Inspection Board, and the Services. We frequently run
into cases where the test results have not been interpreted
correctly.
An example of the need for correct interpretation came
in a couple of weeks ago. An official from the Department
of Munitions and Supply asked us to investigate a certain
product. It was specified that, if eighty per cent of this
product passed a certain test, the material was acceptable.
On the examination of the test it was found that ten pieces
were taken from a lot of four thousand, and if eight out
of ten, or more, passed, the lot was accepted. If six out of
the ten or five out of ten passed, it was rejected.
It will easily be realized that, if the product is such that
eight out of ten will pass when a sample is taken, there is
one chance in five of getting a failure and four chances in
five of getting a win. Therefore, if you reject a sample that
has only seven wins and accept a sample that has nine
wins out of ten, actually those lots of material are exactly
the same.
Recently it was pointed out by Colonel Simon, of the
United States Ordnance Corps, that many of their existing
ordnance specifications were such that lots of material re-
jected were exactly the same as lots accepted. He proved
it and he staked his career on challenging this fact.
He took two lots of shells, one rejected and one accepted
on the test they were using at that time. The examination
of these shells showed that they were practically identical.
That shows the need of interpreting observations.
What quality control is, or what it is claimed that it will
accomplish, is that it will reduce the manhours of inspec-
tion, reduce the possibilities of defective work, detect the
onset of defective material before it exceeds specification,
and, for management, it will present production data in a
compact form so that the results of hundreds of tests can
1 Metallurgist, Bureau of Mines, Division of Metallic Minerals,
Department of Mines and Resources, Ottawa, Ont.
be appraised at a glance. The relationship between pro-
duction conditions and the quality of the product could be
obtained by correlation technique.
Assuming an inspector in a steel-casting plant pulls test
bars and he gets one 110,000 yield strength, and another
126,000 — what is he to make of that ? The answer is, as
Mr. Vroom has pointed out, the knowledge of past con-
ditions. If the nature of that process is such that, with
good ingot, yield strength varies over a range of 20,000 or
30,000 lb., then these results will be normal for the
process.
Without this background of experience, interpretation
of any industrial observations is impossible. By experience
is meant either a collection of facts in somebody's mind
or put down in the form of frequency distribution.
Another type of interpretation is drawing conclusions
from a sample. Let us assume that we are testing two differ-
ent types of tracks and we have, for example, two hundred
lengths in one track and two hundred in another and we
run the standard proving ground test. We obtain ten failing
lengths in one track and twenty in another. These two
tracks being different types of steel, are we to say that one
is definitely better than the other, or that the difference
is due to chance ? Only by a scientific analysis of the sample
results can we tell whether they are significantly different
or not.
Mistakes in that type of calculation occur frequently.
Mr. Vroom has pointed out or explained that the quality
control system is based on past experience. In the manufac-
ture of fuses in Westinghouse Electric 's Springfield plant,
the use of the statistical method has reduced inspection to
about twenty per cent and makes it possible to predict
when a definite dimension would exceed specifications,
sometimes eight hours in advance. Corrective steps can
therefore be taken long before defective work occurs.
I was very interested in Mr. Vroom's statement that
inspection catches only eighty to ninety per cent of the
defective work. That is the reason why a hundred per cent
inspection without any analysis of results is not satisfactory.
At the Frankford arsenal, in the United States, where the
production of fuses was a hundred per cent inspected, de-
THE ENGINEERING JOURNAL July, 1943
401
fective work was made from time to time. The method was
changed and, instead of making a hundred per cent inspec-
tion, five samples were taken. The average quality of the
five samples was plotted, as well as the range between the
greatest and smallest value. The diagram gave the charac-
teristics of the process.
When a group of five samples is found whose average
quality is outside of the normal variation of the process,
an investigation is made immediately and, often, the opera-
tion is corrected before defective work is ever made.
The final result is that a better product is turned out
with about twenty per cent of the inspection work, as com-
pared with the previous method of control.
In the case of armour-plate testing, the test destroys
the material and delays production. The test consists in
shooting projectiles at an increasing velocity until the bal-
listic limit is determined, i.e., the speed of the projectile
that will pierce the plate. In the early stages of the war,
an arbitrary value was set and, if the ballistic limit was
lower than that value, the succeeding plates that went
with the plate tested would be rejected.
The method was erroneous. Firstly, because there is a
normal variation of the ballistic limit which is characteristic
of the steel plant producing the plate. Either that variation
is acceptable, or it is not. If it is acceptable, only occasional
tests are required to be sure that the results are in the same
range.
The difficulty with that arbitrary test was that the plate
fired varied at the lower range and the plates rejected were
not necessarily the same. An analysis of the variation of
results permitted setting up a sound specification.
The general policy outlined by the United States Ord-
nance is to study the quality of the material manufactured
and find its normal range of variation. If it is acceptable,
then all that is necessary is evidence that the range of
variation, characteristic of the process, has not been ex-
ceeded.
The frequency of inspection can thus be reduced as evi-
dence accumulates to show that the firm can control its
production. A list of users of this method would include
nearly all the large industrial research laboratories attached
to large corporations in the United States- — the Bell Tele-
phone, the United States Ordnance, General Electric, West-
inghouse, National Steel Casting, General Motors, and many
other industries.
Correlation is another part of industrial statistics. What
is being done, right now, is that a great many tests on gun
tubes are gathered and the correlation between certain tests
and the number of rounds a gun tube will fire is established.
Similarly, the correlation is made between quality of armour
and various tests.
The field of interpreting observations is really research
on current industrial problems and through its use a great
saving should be made in the man hours of inspection,
the delays in production should be obviated, and by the
use of correlation technique, a better product can be made.
H. E. McCrudden, m.e.i.c.2
I have had a good deal of experience in the matter of
inspection and quality control of materials that our firm
used during the past 15 years. I can testify as to the efficacy
of the methods of inspection used in the factory in the im-
provement of the quality of the materials produced. Also,
by these statistical methods, we have been able, based on
experience and observation to set up specifications, particu-
larly in the case of the properties of telephone cable where
inevitably we have dispersion and variation of such prop-
erties. By studying the effects of such dispersion in the
field from a desired minimum or maximum or average level,
we have been able to specify reasonable limits, and also to
* Staff Engineer, Bell Telephone Company of Canada, Montreal, Que.
* Chief of Research and Inspection Department, Hydro-Electric
Power Commission of Ontario, Toronto.
influence the manufacturer to control his products either
up or down from, say, the average experience in the past.
Also, in connection with wood products, we have set up
methods to determine desirable fibre strength, particularly
the fibre strength of red pine or Norway pine. Red pine
timber is now extensively used in its treated form as poles
by communication companies.
Our investigations have shown that specifications as to
minimum fibre strength of red pine poles should not be
based purely on the strict arithmetic average of the breaking
strength of a large number of tests of Norway pine. One
can readily imagine that from the breaking tests, the dis-
persion of results from many samples is very wide and to
take the mathematical average would not be indicative of
either the desirable or the proper fibre strength to use in
design.
Another interesting example of the application of statis-
tical methods is in connection with the acceptance of a
large lot of treated hardwood pins where it was discovered
that there were considerable variations from specifications.
The problem was whether to reject the whole lot or to
decide what was the desirable thing to do. If acceptance
was the answer, the final effects of such a decision would
not be known for 10 or 15 years. The application of statis-
tical methods, always taking into account past experience,
provided means to indicate how far we should go in accept-
ing this rather large lot of non-conforming pins that had
certain undesirable properties. We reached a compromise
that was quite acceptable to the supplier, as well as to
ourselves.
W. P. Dobson, M.E.I.C.3
No more timely subject could have been chosen for dis-
cussion by the Institute at this time, when efficiency in
production of munitions is of transcendent importance. It
is timely because the application of statistical methods to
the control of quality in production is of very recent date,
and its value as a tool for this purpose has not been appre-
ciated by those responsible for production to the extent
one would expect. This seems surprising because the under-
lying theory has been developed for many years and has
been applied in other fields.
In the discussion on the statistical control of quality
held at the joint meeting of the Institutions of Civil,
Mechanical and Electrical Engineers in London, as reported
in the January issue of The Engineering Journal, Dr. C. G.
Darwin, Director of the National Physical Laboratory,
stated that he first learned of the method on a visit to the
United States, although it had been made use of to some
extent in England. This suggests that not sufficient pub-
licity has been given to the subject in Great Britain and
the same observation is applicable in Canada.
The first step towards quality control was the introduc-
tion of the so-called "go," "no-go" gauges about 70 years
ago. This method was obviously inadequate and insufficient
because it did not help to reduce the fraction defective of
any lot or universe representing a product. Statistical con-
trol originated in the endeavour to solve this and another
problem :
1. How to minimize the fraction defective.
2. How to select samples for destructive tests, in par-
ticular how large a sample was required to give adequate
assurance of quality.
The quality of a product can only be determined by in-
spection. This, however, is only one operation in any in-
dustrial process; the other two being specification and
production, and these three steps are not independent; they
together constitute a scientific procedure in acquiring
knowledge of the product.
The outstanding characteristic of the first step (specifi-
cation) is the necessity of establishing a tolerance range
for each characteristic of the product. The establishment
of these ranges depends upon what is possible under con-
ditions of production, and thus, steps one and two are inter-
402
July, 1943 THE ENGINEERING JOURNAL
connected. The results of production, in turn, are revealed
by inspection. Thus it is seen that the three steps cannot
be taken independently — they must be co-ordinated.
The application of statistical analysis should reveal varia-
tions in the quality of a product in respect of any particular
characteristic. The application of the theory assisted by
engineering judgment should indicate whether these varia-
tions are owing to chance or to assignable causes. If all
variations, except those due to chance, have been eliminated
the product is under statistical control. However, if assign-
able causes are indicated the detection of these is an engi-
neering problem.
The fundamental operation in inspection is sampling, and
it is here that a knowledge of the theory of probability and
of statistical methods is most necessary and useful in order
to assist the manufacturer and the consumer in attaining
assurance of the quality of the product with the minimum
of expense. Many specifications requirements are totally
inadequate in this respect, since they take no account of
the effect of the size of the sample upon the results and of
the possible percentage of the defective articles in the pro-
duct. As a particular example, many acceptance specifica-
tions contain a clause reading somewhat as follows: that a
sample of ten shall be selected at random from a lot and
not more than one shall fail. The application of probability
theory shows that this specification may be quite inade-
quate in that the manufacturer need not make the best
possible product to meet it; for example, it cannot be in-
ferred that a sample which is ten per cent defective came
from a lot which is ten per cent defective. As a matter of
fact it may be shown that samples of ten taken from a
large lot which is ten per cent defective are better than the
lot considerably more frequently than they are poorer than
the lot. To be specific, a lot of fraction effective 0.9 will
yield a sample which is perfect 35 per cent of the time and
a sample which is 0.9 fraction effective 39 per cent of the
time; that is, in 74 per cent of the time, samples might be
better than .9 fraction effective although the lot as a whole
is not. This example shows how useful statistical analysis
may be in answering the problem of sampling.
Statistical control charts may be prepared following well-
defined rules by any one without complete knowledge of the
mathematical theory underlying the method. The publica-
tions of the American Standards Association ("Guide for
Quality Control," Zl.1/4 "Control Chart Method of Analyz-
ing Data," Zl.2/41, and "Control Chart Method of Con-
trolling Quality During Production," Zl.3/42, contain very
complete instructions for preparing control charts. These
have been adopted by the Canadian Engineering Standards
Association. The British Standards Institution publication
600 R:1942 also contains instructions for preparing control
charts.
I am sure that the papers which have been presented
will be of great help in revealing to Canadian engineers
the possibilities of the application of statistical methods to
engineering problems and I hope the Institute will encourage
the presentation of other papers in this field.
I should like to ask Mr. Fairfield whether these methods
are being applied in Canada in the control of quality in
4 Assistant professor of civil engineering, University of Toronto,
Toronto, Ont.
production and in the inspection work connected with the
war effort. If not they should be, and it should be the con-
cern of the Institute as well as of other engineering bodies
to urge the authorities to apply them wherever practicable.
The importance which the subject has now attained
prompts the suggestion that a knowledge of statistical
theory should be part of the equipment of all engineering
graduates and that the universities organize courses in the
subject.
H. H. Fairfield
As to the application of statistical methods to war pro-
duction problems, these methods are now in use in a few
places in Canada. Armour plate and shell component in-
spection is being carried out with the aid of statistical
methods. The Inspection Board of the U.K. and Canada
have armour plate records in quality control form.
Canadian manufacturers and Ordnance establishments
lag behind the U.K. and the U.S.A. in the use of this very
valuable tool. On one type of gun tube, the U.S. Ordnance
saves $200,000 a year on inspection by analyzing a smaller
number of test results.
R. F. Legget, m.e.i.c.4
In view of Mr. Dobson's remarks upon the important
subject of statistical control, it may be of interest to quote
an extract from the December, 1942, issue of the Journal of
the Institution of Civil Engineers. The papers by Sir George
Darwin and Sir Frank Gill, published in January issue of
The Engineering Journal were reproduced from the record
of a large meeting held in London. With reference to this
meeting and subsequent developments in Great Britain' the
relevant extract is as follows:
"Including the joint meeting on the 15th of April, 1942,
of the Institutions of Civil, Mechanical and Electrical
Engineers, a total of 16 meetings as well as nine lectures
courses have been held in England, the aggregate audience
numbering over 2,600 engineers, to introduce the subject
of quality control to manufacturers, members of the
Supply Ministers, teachers in Technical Colleges, and
others. Great interest has been shown and a small band
of persons who are voluntarily giving their efforts to this
subject in the interest of the nation have been greatly
encouraged by the response to these meetings.
"Although it is known that a considerable number of
organizations are working on the subject, yet this know-
ledge is not comprehensive, and the Institution, being
greatly interested, hopes that its members in the appro-
priate responsible positions in those organizations which
make investigations in the application of quality control
will take the trouble to write to the Secretary of the
Institution to give the general results of the investigation
whether the result is favourable or not, and if some de-
tailed examples are given the report will be the more
valuable."
These remarks suggest that there is a definite field of
service which The Engineering Institute of Canada might
very well enter, particularly at this time, in view of the
importance of the methods under discussion in relation to
Canada's war effort.
THE ENGINEERING JOURNAL July, 1943
403
HEATING OF DWELLINGS
COMPARATIVE COST OF HEATING WITH COAL, OIL, GAS OR ELECTRICITY
HUET MASSUE, m.e.i.c.
Engineer, Water Resources and Statistical Department, The Shawinigan Water and Power Company, Montreal
Paper presented before the Quebec and the Kingston Branches of The Engineering Institute of Canada, on February 3rd
and March 11th, 1943, respectively
Temperatures
Under the climatic conditions obtaining in Canada, the
heating of dwellings is a most important item in the
domestic economy. Because of the very low temperatures
experienced, heating installations must be elaborate, and
the quantities of heat furnished, considerable.
In Montreal, for example, heating installations must be
of sufficient capacity to maintain a house temperature of
70 deg. F. when the outside temperature drops to as much
as 30 deg. below zero.
Every year since the beginning of the century — except
in 1931 — the minimum temperature in Montreal has always
been lower than 10 deg. below zero. There were twelve years
when the minimum dropped below minus 20 deg. In 1933,
an all-time low of 29 deg. below zero was recorded (Fig. 1).
As low as the temperature is in Montreal, it is higher than
in most other sections of the province of Quebec where
temperatures even lower than minus 50 deg. F. are ex-
perienced.
In designing a heating system it is customary to provide
for a temperature of from 10 to 15 deg. higher than the
lowest recorded outside temperature. In Montreal, a heat-
ing system must therefore be designed for a temperature
of about 15 deg. below zero, whereas in Amos it must be
able to produce the heat required for an outside temperature
as low as 40 degrees below zero.
Heat Requirements
Statistics show that in Montreal, hardly a month goes
by without some heat being required to maintain an average
inside temperature of 70 deg. F. January requires the most
heat, usually 17.6 per cent of the year's total; February
is a close second with 15:5 per cent followed by December.
Altogether, during a normal year, about 10,000 degree-days*
of heat must be provided to maintain a house at an even
temperature of 70 deg. By months, these requirements are
distributed as shown in Table I.
Table I
MONTHLY HEAT REQUIREMENTS IN MONTREAL
Average Montreal Degree-D;iys
Month
July
August
September . .
October
November .
December .
January. . . .
February. . .
March
April
May
June
Temperature (°F.)
(°F.)** Below 70°
69.6
67.0
58.8
46.7
33 4
19.7
13.5
14.9
26.0
41.4
55.2
64.9
42.6
0.4
3.0
11.2
23.3
36.6
50.3
56.5
55.1
43.9
28.6
14.8
5.1
27.4
Total
12
93
336
722
1,098
1,559
1,752
1,543
1,361
858
459
153
9,946
% Total
0.08
0.94
3.38
7.25
11.02
15.70
17.60
15.50
13 70
8.60
4.65
1.58
100.00
The amount of heat which it is necessary to transmit to
a dwelling in order to maintain its temperature to 70 deg.
*The degree-day is a unit used to calculate the amount of heat
required in any given community to maintain a constant inside
temperature. For any given day there exist as many degree-days as
there are degrees Fahrenheit difference in temperature between the
average outside air temperature, taken over a 24-hour period, and
70 deg.
**The figures given in this table are those reported by the Monthly
Record of Meteorological Observation issued by the Federal Govern-
ment.
***Net volume of a house does not include basement and attic.
varies with the nature of its construction and the supply
of air used for ventilation purposes. Normally there is
required in Montreal about 750 btu. per degree-day and
per thousand cubic feet of house to be heated. Therefore, a
house containing 20,000 cu. ft. of net volume*** will require
about 150 million btu. each year.
Sources of Heat
Progress in the art of heating dwellings followed the
evolution in the production of energy. At first limited to
solid fuels — wood, and later coal — heat became available
from gaseous combustibles either natural or obtained from
the distillation of solid fuels, then from liquid fuels — natural
or distilled petroleums — and lastly, electricity. Of these
sources of heat, solid fuels are by far the most utilized.
Natural gas wherever available is usually cheap, but not
as dependable as solid fuels. Manufactured gas is used for
heating whenever competitive rates are available; these
rates, however, are usually uneconomical and therefore
applicable only wherever a surplus of gas is available. Oil
is used for heating in a certain number of industrial plants
and commercial establishments; it is also used in a certain
number of dwellings. In Montreal, there are about 8,000
residences equipped with oil heating systems.
Installation Required
In Montreal, the heating of dwellings by hot water sys-
tems necessitates an installation with about one square foot
of radiating surface for every 33 cu. ft. of net volume to
be heated. It has also been found that the electrical installa-
tion required to produce the heat needed on the coldest days
amounts to one kilowatt per 20 sq. ft. of radiation. Thus a
house in which 20,000 cu. ft. have to be heated, would
necessitate about 600 sq. ft. of radiating surface and, if
electrically heated, an installation of about 30 kw.
Quantity of Various Fuels Needed
To transmit the heat required will necessitate the follow-
ing quantities of fuel — coal, oil, gas or electricity.
COAL
If coal with a heating value of about 12,500 btu. per lb.
is used in a furnace with an efficiency of say 50 per cent,
each ton of fuel will produce 12.5 million btu. of heat. To
produce 150 million btu. will, therefore, require 12 tons of
coal.
o
LU
r-*
%
oo
l<500 1310 1970 1930 1940
Minimum temperatures in Montreal from 1900 to
404
July, 1943 THE ENGINEERING JOURNAL
OIL
With oil having a heating value of about 167,000 btu.
per gal. each gallon used in a furnace with an efficiency of
say 60 per cent will produce 100,000 btu. of heat. To produce
the 150 million btu. needed to warm the house under study
some 1,500 gal. of oil will be needed.
GAS
With manufactured gas having a heating value of 465
btu. per cu. ft., each thousand cubic feet used in a furnace
with a 70 per cent efficiency will produce about 325,000
btu. of heat. In order to obtain the 150 million btu. needed,
44.5,000 cu. ft. of gas will be required.
ELECTRICITY
Since every kilowatt-hour of electricity has a heating
value of 3,412 btu. at 100 per cent efficiency, to produce
the 150 million btu. needed would require about 45,000
kw.h.
Investment
The investment required depends upon whether the in-
stallation considered is new or is a converted one. If, for
example, oil is used, a new installation will include a furnace
with a high efficiency, whereas if it is a converted coal-
burning hot water installation, an oil burner will simply be
added to the existing furnace. If electricity were utilized, a
new installation would probably consist of tubular heaters,
doing away with all water radiators and piping; whereas a
converted installation would probably consist of immersion
heaters installed in piping or tank in place of the furnace.
Depending on the fuel used and on whether the installa-
tion is new or has been converted, the total investment in
heating equipment required for a house in which 20,000
cu. ft. of air have to be heated would be approximately as
follows :
Mode of heating Installation
House owner's investment New Converted
Coal— (Hot water) S 660 $ 660
Oil 1,575 1,080
Gas 880 920
Electricity 970 1,210
Supplier's investment
Electricity $9,000 $9,000
Of the several methods of heating above listed, coal-fired
hot water heating necessitates the smallest investment.
Because of the large investment required to generate,
transmit and distribute electric power (about $300 per kw.)
heating by electricity requires by far the largest investment.
Table II lists the various items making up the investment
in a heating system for a house of 20,000 cu. ft. volume.
Table II
COMPARATIVE INVESTMENT
Fuel Used
Items considered Coal Oil Gas Electricity
New installation
Radiators and piping $420 $ 420 $420 $
Coal furnace 240 .... .... ....
Oil furnace 1, 155 .... ....
Gas furnace .... 460 ....
Generation, transmission and
distribution $300/kw 9,000
Tubular heaters .... .... 970
Total $660 $1,575 $880 $9,970
Converted installation
Radiators and piping $420 $ 420 $420 $ 420
Coal furnace 240 240 240 240
Oil burner 420
Gas burner .... 260 ....
Generation, transmission and
distribution $300/ kw 9,000
Immersion tank .... .... 550
Total $660 $1,080 $920 $10,210
Annual Cost of Heating
Under normal conditions, the over-all cost of heating a
dwelling in which 20,000 cu. ft. have to be heated is
approximately as follows :
Quantity Installation
Mode of Heating Needed New Converted
Coal (Hot water) 12 tons $ 340 $ 340
Oil 1250-1500 gal. 325 300
Gas 455,000 cf. 342 346
Electricity 30 kilowatts 1,114 1,135
Whether the installation is new or is a converted one, the
over-all annual cost is very much the same, the cost of
heating with coal, oil or gas being about comparable and
that with electricity from three to four times larger.
Actually, in the case of a new installation specifically
designed for electric heating, considerable economy in
construction would be effected, which, if credited to electric
heating, would somewhat lower the cost without however
rendering it economical.
It will be noted that in the determination of the cost of
electric heating, the installation in kilowatts rather than
the utilization in kilowatt-hours was considered. The reason
for this is that in the case of electric heating it is the fixed
charges, the operating charges and the maintenance of the
equipment necessary to produce the heat needed which
determine the cost. Equal to about 11 per cent of the
investment, these various annual charges — in the case of
the standard house considered — amount to about $990.
For the various modes of heating considered, the elements
making up the annual cost of heating a house are shown in
Table III.
Table III
COMPARATIVE ANNUAL COST OF HEATING
Items of cost ' Fuels used
New installation Coal Oil Gas Electricity
Interest $ 33 $ 79 $ 44 $ 48
Depreciation 20 48 26 29
Fuel or electricity 192 134 237 990
Service 60 29 .... 12
Hot water 35 35 35 35
Total $340 $325 $342 $1,114
Items of cost Fuels Used
Converted installation Coal Oil Gas Electricity
Interest $33 $54 $46 $ 61
Depreciation 20 33 28 37
Fuel or electricity 192 161 237 990
Service 60 17 35 12
Hot water 35 35 35 35
Total $340 $300 $346 $1,135
A detailed analysis of this table will show that, when in
such comparisons the cost of fuel only is considered, a very
incomplete picture of the situation is obtained.
Impracticability of Generalized Heating
with Electricity
Ever since electricity first became available, hope has
been expressed that it be used for heating private dwellings.
It would indeed be ideal if electricity could be generally
utilized for that purpose; available nearly instantaneously,
almost 100 per cent efficient and leaving no products of
combustion, it is the perfect heating agent. Unfortunately,
house heating by electricity under presently known and
proven methods of heating, is not economical and prac-
ticable, owing to the following four factors:
a. The magnitude of the power requirements.
b. The large investment needed to bring the power to
the consumers premises.
c. The limited time during which the full capacity of the
installation would be used.
d. The high cost of heating which would necessarily
result.
a. Power Requirements:
The electric heating of private dwellings would increase
the power requirements of retail customers about tenfold.
THE ENGINEERING JOURNAL July, 1943
405
The present power generated in each province would be
far from sufficient to heat only the dwellings in urban
centres, as shown in Table IV.
Table IV
ESTIMATE OF POWER REQUIRED TO HEAT ALL
URBAN HOUSEHOLDS IN CANADA
Potential Installation Power Needed
Provinces Power at end of For Heating
1942 • H.P.
P.E. Island 7,000 h.p. 2,617 hp. 100,000 h.p
Nova Scotia 167,000 143,217 1,000,000
New Brunswick 220,000 133,347 600,000
Quebec 17,000,000 4,839,543 8,000,000
Ontario 9,000,000 2,684,395 12,000,000
Manitoba 6,930,000 420,925 1,500,000
Saskatchewan 1,410,000 90,835 1,500,000
Alberta 1,366,000 94,997 1,500,000
British Columbia, . . 7,600,000 815,462 2,000,000
Canada 43,700,000 hp. 9,225,838 hp. 28,200,000 hp.
There are only three provinces in which water power
resources would be sufficient to meet heating requirements
of private dwellings — Quebec, British Columbia and Mani-
toba.
The heating requirements of the principal cities of the
provinces of Ontario and Quebec would compare with the
quantity of power now required by the retail users of each
of these cities as shown in Table V.
Table V
ESTIMATE OF POWER NEEDED TO HEAT ALL DWELLINGS
IN LEADING CITIES OF THE PROVINCES OF ONTARIO
AND QUEBEC
POWER REQUIREMENTS
Cities Present* Heating
Total Per Capita Load
Ontario —
Brantford 15,881 hp. 0.5 hp. 160,000 hp.
Guelph 10,561 0.5 110,000
Hamilton 120,000 0 . 8 800,000
Kitchener 22,658 0.7 180,000
London 37,281 0.5 400,000
St. Catharines 15,925 0.6 150,000
Sarnia 8,806 0.5 100,000
Toronto 333,381 0.5 3,500,000
Windsor 39,741 0.4 500,000
Oshawa 15,258 0.6 130,000
Total 619,492 0 . 5 6,030,000
Quebec — (a) (a)
Montreal 400,000 0.4 4,500,000
Quebec 50,000 0.6 500,000
Three Rivers 25,000 0.5 140,000
Sherbrooke 15,000 0.5 150,000
Shawinigan Falls 10,000 0.5 70,000
Total 501,000 0.4 5,360,000
*Retail load only — (a) estimate.
To produce the 3.5 million hp. needed in Toronto alone
would require seven Queenston Plants utilizing the 305-ft.
head available between Lake Erie and Lake Ontario and
delivering units of 50,000 hp. each. Similarly, to heat the
private dwellings of Montreal would require seven Beau-
harnois plants utilizing the 82-ft. head available between
Lake St. Francis and Lake St. Louis, and containing 13
units of 53,000 hp. each.
b. The large investment needed to bring power
to the consumers premises:
It has been stated previously that an investment of $300
per kw. is required to generate, transmit and deliver elec-
tricity to the consumer's premises. This figure, which has
been used in the above calculations, is much less than that
now needed to serve electricity users in Ontario. Table VI
indicates that the investment in the ten leading cities of
Ontario averages $410 per kw. and varies between a mini-
mum of $303 in St. Catharines and a maximum of $537 in
Windsor.
Table VI
INVESTMENT IN POWER DISTRIBUTION IN ONTARIO
1940
Generation and
Cities Transmission Distribution Total Per kw.
Brantford $ 3,150,000* $1,250,000* $ 4,400,000* $368
Guelph 2,020,000 680,000 2,700,000 345
Hamilton 21,400,000 8,000,000 29,400,000 330
Kitchener 4,300,000 2,000,000 6,300,000 374
London 7,150,000 4,250,000 11,400,000 408
St. Catharines. 2,540,000 1,060,000 3,600,000 303
Sarnia 2,070,000 1,030,000 3,100,000 473
Toronto 60,800,000 47,100,000 107,900,000 437
Windsor 8,800,000 7,000,000 15,800,000 537
Oshawa 2,820,000 660,000 3,480,000 325
Total.. $115,050,000 $73,030,000 $188,080,000 $410
*These figures were obtained from the 1940 annual report of the
Hydro Electric Power Commission of Ontario.
On the basis of $300 per kw., the power needed to heat
private dwellings in Toronto alone would necessitate an
investment of eight hundred million dollars. The invest-
ment for Montreal would amount to more than one thousand
million dollars.
The investment needed to make available to each house
the power which electric heating would require would
amount to about $750 for each ton of coal which it now uses.
This figure does not, of course, include the investment
on the part of the consumer, which would be of the order
of about $25 per kw. in the case of a converted system, and
of between $30 and $40 per kw. in the case of a new instal-
lation.
c. The limited time during which the fuel capacity
of the installation would be required:
The large quantities of power needed to heat dwellings
on the coldest days of the year would only be used a very
small percentage of the total time. It is estimated that of
the 8,760 kw.h. available yearly from each kilowatt of
installation, only about 1,500 would be utilized, that is,
a load factor of about 17 per cent only would be obtained.
d. The high cost of heating which would
necessarily result:
Reference was also made above to the yearly cost of
operation being about 11 per cent of the investment. This
ratio is the smallest possible which would assure the suc-
cessful operation of any electrical undertaking, serving a
market such as that which would result from the adoption
of electric heating. In 1940 the gross income of electrical
utilities in the United States was equal to 13.5 per cent of
the investment. During the same year the revenues in ten
of the leading Ontario cities averaged 12.6 per cent of the
investment. Minimum in Kitchener at 11.2 per cent the
ratio was maximum in Oshawa at 16 per cent.
The average revenue received in 1940 in those cities
amounted to $50 per kilowatt. To produce such a revenue
each one of the 1,500 kilowatt hours which electric heating
would utilize, per kilowatt of installation, would have to
sell at 3.33 cents.
Conclusions
The analysis demonstrates that under the climatic con-
ditions obtaining in Montreal, and the province of Quebec
in general, heating private dwellings with electricity would
be altogether uneconomical costing as it would from three
to four times the cost of heating with other fuels. General-
ized electric heating would require very large quantities of
power which would only be used during a limited portion
of the year.
The high cost of the investment together with the cost
of maintenance and operation would necessitate rates for
electric heating altogether too high for the ordinary house
owner to pay. Unquestionably, as time goes on, more and
more electricity will be used for heating purposes, but it
will only be as auxiliary to coal, oil or gas.
1(16
July, 1943 THE ENGINEERING JOURNAL
APPENDIX
Methods of Heating Dwellings With Electricity
Of the various methods developed to heat houses with
electricity, the following five are the most interesting:
1. The tubular heating system.
2. The ordinary hot water radiator with immersion elec-
tric heaters installed in piping or tank in place of
coal furnace.
3. The thermal-storage system.
4. The panel system.
5. The reversed refrigeration cycle of heat-pump system.
As succinctly as they may be described, the above systems
of heating are as follows :
The Tubular Heating System
This system is more particularly adaptable to new con-
struction or to houses already built without hot water
heating system. Essentially it consists of small diameter
thin steel tubes, into which is inserted a coiled resistance
wire, supported on insulators.
The standard rating of a 2 in. diameter tube is 70 watts,
or 240 btu. per lineal foot run of tube, or approximately
134 watts or 460 btu. per sq. ft. of surface. These figures
correspond to a maximum operating temperature of 180-200
deg. F. when exposed under natural convection conditions.
The tubular heating system transmits its heat to the
occupants of the room partly by direct radiation but largely
in the form of convection. This type of heating has been
adopted for many of the auxiliary installations made by
The Shawinigan Water and Power Company. It has been
found more economical in operation than the immersion
electric heater system.
The Immersion Electric Heating System
This system is particularly adaptable to dwellings heated
with ordinary hot water systems. The immersion heaters
are installed in piping or tank in place of the residence fuel-
fires hot- water furnace. It supplies heat in the form of hot
water to the house radiator system. Many experiments
have been made with this system particularly by The
Shawinigan Water & Power Company and the Saguenay
Electric Company.*
The Thermal-Storage System
This system was developed in England to encourage the
use of power during off-peak hours when the generating
plant and the distribution system are lightly loaded. Since
the specially reduced prices for off-peak power are normally
only available during the night — possibly from 10 p.m. to
8 a.m. or 10 hours — means must be provided to take in,
and to store sufficient heat units during this period to
provide an adequate supply of heat for the remaining 14
hours of the day. Heat must also be supplied to the building
during the "charging" period of ten hours.
It is obvious that such a system can only apply to a
location where heat requirements are not too large, other-
wise the storage facilities would be altogether too expensive.
This system has not been tried in the province of Quebec.
The Panel System
This system, the invention of A. H. Barker, an English
engineer, dates back to 1908. It has been successfully
applied to several important buildings in Europe. It con-
sists of electrical warming panels which may operate as
follows :
(a) The high temperature, non-embedded panel, operat-
ing at temperatures of the order of 550 deg. F.
(b) The low-temperature, non-embedded panel, operat-
ing at temperatures of the order of 100-150 deg. F.
(c) The low-temperature, embedded panel (i.e., incor-
porated in the plaster or concrete of the structure) operating
at temperatures of the order of 80-120 deg. F.
*For the result of the Saguenay Electric Co.'s experiments, refer
to the proceedings of The Canadian Electrical Association for 1933
and 1935.
tJournal of the Institution of Electrical Engineers (England) Sep-
tember, 1931 and July 1932.
REVER5ED REFRIGERATION 5Y5TEM
m
y/;;////;;///////;///;/;;;;;;//;/;/;;/;/.
Evaporator
Expansion Valve o
ir Com pressor
Condenser^
Refbigeqamt
RESERVOIR
^^/'/'//'^/'W/^^^ ZZZZZZZZZZZZZZZZZZZ
Pump
Diagram showing the cycle of operation of the reversed
refrigeration system.
The panels radiate heat rays which pass through the air
without raising its temperature until they strike material
substances that are more or less opaque to them. Here the
rays are partly absorbed and are also partly reflected, so
that the walls, floor, ceiling and furniture are all warmed,
and themselves become secondary radiating surfaces. It is due
to the convection effect of these surfaces that the air is warmed .
Ronald Grierson, in his study entitled "The Electrical
Heating of Buildingsf," refers to a typical high-temperature,
non-embedded panel installation in England in which one
watt per cubic foot is used. This installation, in a locality
where the minimum temperature is much higher than it is
here, would seem to indicate that the power requirements
of panel heating installations would not be far from those
of tubular or manifold heater systems. The energy require-
ments would no doubt be less, but this should not reduce
the cost to any extent.
The Reversed Refrigeration Cycle System
Air, water and any other object contain a great deal of
heat, even at their lowest usual temperatures. In the process
of heating by reversed refrigeration, the apparatus simply
absorbs the latent heat of the outside air or water and, by
"pumping," transfers the heat to the dwelling.
The quantity of heat thus made available was found to
be much greater than that which could be produced by the
same amount of electrical energy if converted directly into
heat in an ordinary type of heater. There followed the
suggestion that the process could possibly be utilized to
advantage for the heating of dwellings.
The cycle of operation of the reversed refrigeration
system, as applied to the heating of dwellings, is as follows:
As the compressor is put into motion, the refrigerant,
from the reservoir in which it is kept, is pumped through an
expansion valve where it vaporizes into gas at low temper-
ature. In circulating through the evaporator placed outside
the house, this cold gas picks up the heat of the air sur-
rounding it. The warmed up gas is sucked in by the com-
pressor where it is liquified at a higher temperature. Con-
tinuing its course this hot liquid goes through the coil of
the condensor and transmits its heat to the water of the
heating system, which is kept in circulation by pumping.
As to the refrigerant itself, it is returned to the reservoir
where it had started at the beginning of the operating cycle.
Just what possibility there may be in the application of
the reversed refrigerating cycle system to the heating of
residences is an open question. Many difficulties have
certainly to be overcome before the process can be generally
applied on an economical scale under Canadian climatic
conditions.
THE ENGINEERING JOURNAL July, 1943
407
AUSTRALIAN WAR PRODUCTION
E. R. JACOBSEN, m.e.i.c.
Deputy Director General, Commonwealth of Australia War Supplies Procurement, Washington, D.C., U.S.A.
During the last fifteen months, it has been part of my
task to study Australian production statistics and to dis-
cuss Australian problems with visiting technical missions.
In spite of this, it was only after spending some time in
Australia and after recently making an extended tour of
Australian war industries that I came to any real apprecia-
tion of the tremendous job which this country is doing.
We flew to Australia in connection with a number of supply
problems and the Ministry of Munitions took the oppor-
tunity of our visit to make arrangements for an extensive
tour of industrial factories, war plants and munitions
annexes. Our itinerary, extending over a period of about
three weeks, covered some 4,000 miles and included most
of the industrial centres and outlying developments in the
eastern part of the country. During this time we visited
some 49 plants and annexes.
The first point to be noted by way of background is the
fact that Australia has always been predominantly a pro-
ducer of primary materials. Before the war she had prac-
tically no mass production in heavy industry. She had not
even built a complete motor car. Even the great Australian
steel industry is a creation of recent years. Her munitions
industry at the outbreak of the war was very small and
was housed in four munitions factories which have since
grown to 49 factories, working or authorized, and 170
munitions annexes. A further point of background to be
noted is the fact that it was not until Japanese entry into
the war that production of war material in Australia, with
and by Australian resources, became a pressing and strategic
necessity. This country is now producing a full range of
war material in very substantial quantities in modern
up-to-date plants which compare in all respects, except
perhaps size, with any other plants in the world.
Conversion of Industry
Apart from the magnitude of the task which has been
accomplished in a very short time, the range and ingenuity
of the conversion which has taken place in such Australian
industry as did exist before the war was particularly si lik-
ing. For instance, one plant which had previously made
wrist watch bands, compacts and cigarette cases, had been
entirely converted, under an energetic and dynamic man-
ager, to the manufacture of a wide range of optical
instruments, including a particularly difficult type of dial
sight, sighting telescope for field guns, AA identification
telescopes, range finders, surveying instruments and a
number of specialized aircraft instruments. This plant was
grinding its own lenses and working successfully to toler-
ances laid down by the most exacting international speci-
fications. It was incredible to see the work which a plant
with such a background was doing and to find them work-
ing, in some cases, to one millionth of an inch and producing
in quantities adequate to take care of Australia's needs.
Another good example of conversion was noted in a
factory which a few short months ago was making sporting
goods. This factory is now turning out the rifle furniture
for Australian small arms production ; it is making gas mask
components; it is making wooden barges and fast plywood
petrol motor boats. This same plant is also considering the
possibility of going into the construction of gliders.
A large structural steel shop had extended its range in
both directions so that, on the one hand, it was producing
steel factory window sash, and on the other, triple expansion
steam engines for the Australian merchant shipbuilding
programme.
We found the body building and assembly plants of the
Australian motor companies converted into the manufac-
ture of universal carriers, armoured cars, mobile units of
all kinds and landing barges. In some cases, they were
actually making machine tools and, in other instances, had
turned to ordnance manufacture.
Wide Range of Production
Not only was it the extent to which conversion has taken
place that surprised us, but also the wide range which a
country with little industrial manufacturing background
had seen fit to attempt. Several examples were particularly
noticeable. Australia had never made optical glass, the
manufacture of which has always been regarded as one of
the closed secrets of a few firms of worldwide repute. At
the beginning of the war, Australia foresaw the difficulty
of obtaining optical glass for her munitions programme but
at that time it was not even known whether the necessary
materials existed in Australia. A special committee of
scientists was called together and a new industry was
launched which is now producing optical glass in quantities
in excess of the country's requirements, so that substantial
contracts have recently been placed in fulfillment of the
requirements of some of her Allies.
In a large ordnance factory we came to a section set off
by itself where they were making anti-aircraft gun pre-
dictors. This highly intricate instrument which requires
some 8,000 pieces including small gears, instruments and
electrical equipment, was being produced on a time schedule
comparing very favourably with that of English manufac-
ture of the same instrument. The most surprising part of
this job, in common with many others, was that it was
being accomplished by about 90 per cent diluted labour.
From precise optical instruments, on the one hand, we
found that Australian production runs through small arms,
ammunition of all types, field, anti-aircraft and naval guns,
tanks, airplanes and merchant and naval ships of all types
including Tribal class destroyers powered with Australian
built turbines and boilers.
The extent of the conversion and the rapidity with which
production has been stepped up has inevitably resulted in
certain anomalies which are now being ironed out. A press-
ing need at the moment is for rationalization of mushroom
industries. In one particular ordnance plant, we discovered
that three different types of anti-aircraft guns, two types
of field guns and one type of naval gun were being pro-
duced; thirty different types of shot and shell, aircraft
bombs in large quantities and the anti-aircraft predictor
above referred to were also being made.
Machine Tools
In developing from small beginnings the present extensive
war production programme, one of the problems which
originally faced Australian authorities was the procurement
of the necessary machine tools. Over the course of the last
several years a large number of tools have been obtained
from outside the country. This was inevitable in view of
the fact that Australia did not have a machine tool industry
of any proportion before the war, nor is the market large
enough to support such an industry in face of American
and English competition. At the beginning of the war,
realizing her isolation and the time and danger involved in
transportation and the extreme shortage that was bound
to ensue in the over-all machine tool supply position,
Australia started making machine tools. At first, there were
only five factories in a position to make machine tools,
whereas at present machine tools are being produced in
some seventy-five various establishments. Machine tools
are being built by firms which, before the war, would
never have been regarded as potential tool manufacturers.
We saw many excellent examples, both large and small, of
408
July, 1943 THE ENGINEERING JOURNAL
machine tools which would compare favourably with those
manufactured in any other part of the world, bearing such
unexpected names as Ford, American Iron and Steel,
Broken Hill Pty. and so on. Many Australian tools are of
a very intricate nature and they are turning out splendid
work. A 48-in. gun lathe weighing fifty tons, 72 ft. long
and 50 ft. between centers; a horizontal boring mill with a
lYi in. spindle and a 15-ft. vertical travel; complicated gun
rifling lathes; a 2,000-ton hydraulic press and a wide range
of lathes, milling machines, grinders were amongst the
items which were constantly coming to our attention.
Basic Industries
As has been pointed out, there was very little manufac-
turing of any sort in Australia and hardly any war industry
at the beginning of the war of 1914. The experience in the
last war pointed to the necessity of the establishment of a
steel industry. The steel mills of the Broken Hill Pty. were
first opened in 1915 and, in a short period of twenty-five
years, "B.H.P." has expanded many times to a point where
Australia is now practically self-sufficient in steel. Her pro-
duction on a per capita basis, roughly equal to that of
Great Britain, is more than double that of Soviet Russia
and five times that of Japan. The various B.H.P. enter-
prises are also active in the non-ferrous as well as the
ferrous sphere. The large magnesium plant which is now
turning out all of Australia's magnesium requirements was
most impressive. B.H.P. plants are also making their own
ferro alloys and, in certain of the important alloy steels,
Australia is moving towards self-sufficiency. Not only is
she self-sufficient as to carbon and many of the alloy steels,
but the steel industry has developed a number of special
armour plate steels and various other special steels required
for war purposes. Stainless steel is also being produced. In
all the various plants, in the three main steel centers in
Australia, we were impressed by the modern and efficient
operation of the industry and the vision and foresight
which was quite obviously behind the conduct of the affairs
of this company which is able to sell steel as cheaply as
any other company in the world. Australia is thus very
fortunate in having readily at hand adequate quantities of
high quality steel at a minimum cost. For these things she
must be thankful to the very high grade ores of South
Australia and the large coal deposits of the East Coast and
equally thankful for the superb organization of the B.H.P.
Company which has been built up under the guiding genius
of Mr. Essington Lewis, who was recently appointed
Director General of the Ministry of Munitions.
Aircraft Production
One of Australia's most important strategic requirements
is air protection. Here again she has received valuable assis-
tance from outside but has not been content to rely entirely
upon others for her own defence. In the early days of the
war it was considered somewhat precocious to embark upon
a programme of aircraft production. But Australia was not
to be deterred by lack of precedent or "know how" with
the result that the aircraft industry was a revelation to us
and a monument to the judgment and self-confidence of
Australian engineers. We saw coming off that assembly lines
the valuable Beaufort bomber, several fighters and dive
bomber types and several trainer planes. A now famous
wooden light bomber will also very shortly be in production.
A further fast fighter aircraft is now in the prototype stage
and the project is being tooled up. Several types of pro-
pellers are also being made, together with their intricate
hub mechanisms. Australia, who previously had never even
made an automobile engine, is now producing three types
of aircraft engines including the famous Pratt & Whitney
twin-row Wasp. In addition to their own programme most
aircraft plants are making available large proportions of
their capacity for the repair of U.S. equipment at present
in operation in the Pacific theatre. For instance, in one
large propeller factory they were repairing and servicing
more propellers than they were actually producing even
though they had reached full production and had been
forced to build further annexes for their repair work. In
an engine plant, two extra bays had been added to a three-
bay factory for the exclusive use of repair facilities.
Ordnance Production
In ordnance requirements, Australia is filling her own
and part of the needs of others, in small arms, Bren guns,
Austins and several Australian adaptations of other famous
makers. We visited the plant which is making the now
well-known Owen sub-machine gun at a cost of less than
$30 apiece. The simplicity of the operation of this gun is
almost startling and we were very interested to meet the
quiet spoken, retiring young man who invented this gun
in the pursuance of a private hobby and who volunteered
as a private in the A.I.F. He was eventually discovered
and induced to assist in the production of his own invention.
Three famous anti-aircraft guns, four types of tank and
anti-tank guns, eleven types of field guns, including the
famous 25 pounders, three types of mortars and a number
of types of naval guns and coastal defence guns are also
being produced. Most of the ammunition for all this ord-
nance is being made in Australia and in some instances
production is now in excess of Australian requirements.
Pistols, rifles, respirators, grenades, parachutes and all
forms of pyrotechnics are also being manufactured locally.
Tank Production
The decision to manufacture a tank of Australian design
is further evidence of enterprise and courage. The tank
includes many novel features and conforms closely to
special Australian requirements. One of the most interesting
features of the design was the hull casting which includes
the whole body of the tank and, unlike most other designs,
includes the skirt plates. This casting is made to a special
armour plate formula developed by the Australian steel
industry and subjected to a very exacting heat treatment.
The design of the latest model and the armament which
will be mounted, together with special features and the
properties of the armour plate, place the tank in a category
which compares favourably with any other medium tank
in the field. It was a very interesting experience to ride in
one of the tanks around an extremely tough test course.
The tanks are powered with engines supplied from the
United States, and certain other components such as
bearings and transmissions have also been supplied. While
the engines will probably continue to be imported, it is
expected that Australia will eventually become self-
sufficient in respect to most of the other components. In
addition to tanks, of course, the Directorate of Armoured
Fighting Vehicles is also responsible for the production of
armoured cars, universal carriers, anti-tank gun mounts
and so on.
Shipbuilding and Repair
The shipbuilding programme falls into four main cate-
gories— small ships — merchant ships — naval ships — and
ship repairs. A very impressive job has been done in small
ship construction. Fairmiles, minesweepers, patrol boats,
landing craft, and barges and a number of other types are
all being built in substantial numbers. The merchant ship
programme, which is concentrating on a 10,000 ton freighter,
has been cut back in favour of the Australian ship repair
programme. Several merchantmen have been launched and
others are on the ways, but it will be some time before this
programme is fully reinstated. The naval programme has
also been affected by the need for repairs. However,
Australia already has a Tribal class destroyer, built in
Australian ways and powered with Australian boilers and
turbines, in combat service. Several others are in course
of construction. Australia has also been building corvettes
and has recently switched to the larger frigate type. The
ship repair work, however, is perhaps the most impressive
part of her contribution from the point of view of the
THE ENGINEERING JOURNAL July, 1943
409
difficulty and complication of the tasks undertaken and
from the point of view of the actual shipping tonnage which
is being put back into service. Major repairs are being made
to both merchant and naval shipping. It was incredible to
see the extent to which a ship could be damaged and still
make port for repairs. The authorities had many interesting
stories to tell of the extent to which some of the naval
ships had undergone repairs, and there were several quite
startling examples which came under our notice.
Allied Works Council
Another really big job is being carried out by the Allied
Works Council under the very energetic direction of Mr.
Theodore, the Director General. Even the people in
Australia cannot be told fully of the tremendous job which
has been done in the construction of bases, roads, airports,
temporary landing fields, military cantonements and the
like. The task of the Allied Works Council has been made
both necessary and more difficult by virtue of Australia's
size and geography. It has been necessary to mount a
defence, now being turned into an offence, on the northern
shores of the continent — shores which have hitherto been
sparsely populated and little explored. The Council has
undertaken the construction of over 5,000 miles of strate-
gically located roads of which the great North-South road
connecting Darwin with the southern railhead is the most
outstanding. As a matter of fact, this particular piece of
rush construction is perhaps one of the most outstanding
pieces of work brought forth by the war. Built through
tropical terrain, the road was completed within a matter
of months at a cost of just under $5,000,000 and using a
labour force of some 4,000 men. Another example of the
Council's work is the $10,000,000 air field and repair and
assembly depot covering 20 square miles which was virgin
scrub just over a year ago. The Council to date has placed
under construction, works valued at almost a quarter of a
billion dollars and a considerable portion of this is, of course,
being carried out for the use of American Services in the
southwest Pacific. When the story of the Allied Works
Council can be fully told, it will be one of absorbing interest
to engineers and may well open new horizons as to the
engineering possibilities which can result from a wide
organization set up from the point of view of continental
requirements.
Conclusion
One of the things which impressed me was the high
regard in which the Canadian war effort is held, and the
extent to which Canada's help and co-operation has been
extended. Many of the Australian officials had visited both
the United States and Canada. In many instances the
Canadian ventures in their particular fields were on about
the same scale as was contemplated in Australia and they
were usually at a stage of development sufficiently far
advanced beyond Australia to be of particular use in making
available to technicians the results of their experience in
construction and their difficulties in the early production
stages. Not only has Canada been extremely helpful in the
technical sphere, but most visitors returned with the warm-
est praise for the general controls and wartime organizations
which had been set up in Canada. The Australian wartime
industry is about a year or so behind Canada for strategic
reasons, as stated earlier in this article. Even taking this
lag into account, of course, the over-all production in
Australia cannot compare in magnitude with that of
Canada. Australia has a very much smaller population;
she was very much less industrialized than Canada at the
beginning of the war ; in the early part of the war her main
contribution was made by her fighting forces in the Near
East and it was not until Japan entered the war that the
possibility of Australian isolation demanded an immediate
quickening of Australian war production. Then too,
Australia did not have the advantage which accrued to
Canada by virtue of being a continental partner of the most
powerful industrial country in the world. Nevertheless, in
the range of her war production, in the ingenuity of her
industrial conversions, and in the courage with which her
engineers have embarked upon new and difficult programme,
Australia is to be greatly admired. There are some who
question the wisdom of the resultant industrialization and
there are some who wonder where this industrialization is
going to lead in the post-war world. But Australia, in-
terested only in the job in hand, has been indifferent to
both these questions. She has decided to make major con-
tributions both on the field and in war production. In the
field she has maintained the splendid tradition which her
fighting men built up in the last war, and on the production
front she has matched this record with similar initiative
and imagination.
SUBSTITUTE MATERIALS
A new process, which increases the original resistance of
glass to fracture and thermal shock from three to seven
times, is promoting its use in such products as searchlight
lenses, vending and tabulating machines, machine guards,
fire screens, oven doors, signs, dance floors, stair rails,
shingles, and others.
Corning Glass Company has produced coiled glass springs,
glass piping, glass centrifugal pumps, chemical glassware,
etc., of unusual resistance.
Fiberglas is being used for low-temperature insulation,
wire insulation, storage battery retainer mats, air filters,
and fireproof fabrics, thus substituting for cardboard,
rubber, asbestos, silk, rayon, cotton, rock wool, and wire
screening. In many cases, a new use of glass results in an
improvement in the quality of the product. — Business Week,
March 21, 1942.
• • •
The new Army "tap" sole is made of black carbon, a small
amount of crude rubber, and more reclaimed rubber. Tests
indicate it may wear five times as long as standard leather
under the same conditions. In addition, it is more flexible,
gives fine traction on wet or dry ground, and will not slip on
metal. It has been called the greatest improvement in
service shoes in Army history.- — Printer's Ink, April 3, 1942.
Experts claim that a new insulating board, known as AE
Board, made of pure glass fibers, possesses all of the
insulating properties of cork, and is superior in some
qualifications. The material, produced by Owens-Corning
Fiberglas Corp., is designed for low-temperature and roof-
insulation applications. The development will tend to
release the United States from dependence upon cork in
meeting the tremendous war-created demand for cold-
storage refrigeration of perishable food supplies and in-
dustrial materials.
The heat conductivity coefficient of the new board is
0.265, compared with 0.27 for cork. The insulation has high
resiliency, and shows almost complete recovery in five
minutes after loading to 1 ,728 lbs. per square foot — a load
far above the normal encountered in refrigerated spaces or
roof-deck service. — Scientific American, May, 1942.
The War Department announces that plastic fuses for
trench mortars instead of the standard aluminum fuses will
be used in the future. By making this change, tons of
aluminum will be freed for other military uses and the
machine tools previously used in this production are freed
for other work. — Journal of Commerce, April 1, 1942.
410
July, 1943 THE ENGINEERING JOURNAL
THE C.N.R. TERMINAL DEVELOPMENT PROJECT
IN MONTREAL
The work that has been done to date on the construction
of a new C.N.R. central passenger terminal in Montreal is
the result of three primary considerations — the need for a
new modern passenger station, the elimination of highway-
railway grade crossings in the heart of the city and the
necessity for enlarging and modernizing the company's
freight facilities in Montreal.
To anyone acquainted with Montreal it is not necessary
to say much to justify the provision of a new passenger
station. The question of the elimination of grade crossings
on the G.T.R. between Bonaventure and Turcot and Pointe
St. Charles has been raised many times, the earliest being
in 1886 when the Montreal Board of Trade made recom-
mendations in this connection.
In May 1927, the Board of Railway Commissioners
instructed the C.N.R. to show cause why it should not
separate the railway-highway grades between Bonaventure
and St. Henri and Pointe St. Charles and also east from
Moreau Street station in Maisonneuve. Hearings were held
and the chief engineer of the Board was ordered to examine
and report on the whole situation. As a result of a long
series of studies which the C.N.R. had made they were in a
position to outline to the Board's chief engineer a compre-
hensive plan for grade separation combined with terminal
integration.
The plans prepared by the C.N.R. were later submitted
in detail to the Federal Government who, because of the
magnitude and importance of the works involved, felt it
necessary to secure the advice of an independent expert.
In 1928, the government invited Sir Frederick Palmer,
eminent British engineer, to study the entire project and
report on it. Sir Frederick spent some months studying the
proposal submitted by the C.N.R. and also proposals made
by various other parties. In January, 1929, he submitted
his report approving all of the C.N.R. proposals.
In June, 1929, parliament passed an act authorizing and
providing the money for the entire project, which consisted
essentially of the following primary pieces of construction —
1. The construction in the area bounded by Cathcart,
University, St. Antoine and Mansfield streets of a new
passenger station. This has now been constructed although
the dimensions have been somewhat curtailed and many of
the facilities originally planned have been omitted.
2. The construction in the station area noted above of a
modern office building to house all of the C.N.R. office
facilities in Montreal. This has not been constructed. Some
office space has been provided in two floors over the station
as now built, but this space is sufficient only to take care of
the district and station operating staffs.
3. The construction of an elevated railway between the
new passenger station referred to above and the end of
Victoria Bridge. This has been completed and more details
are given later in this article.
4. The construction of Mountain and Guy Street bridges
across the tracks in the Bonaventure Station area and the
closing of various other streets in the same area that
crossed the tracks at grade. The removal of passenger
traffic from the Bonaventure area will reduce the railway
traffic between St. Henri and Bonaventure to such an
extent that construction of grade separation at the balance
of the railway-highway grade crossings will become un-
necessary. Mountain and Guy Street bridges have been
completed and in operation for some years.
5. The construction of grade separations to eliminate
railway-highway grade crossings between Turcot and Pointe
St. Charles. This work has been largely completed, subways
have been constructed at St. Remi, Ste. Marguerite, Notre-
Dame, D'Argenson, Hibernia and Charlevoix streets.
Several other streets have been closed to traffic. There are
THE ENGINEERING JOURNAL July, 1943
still two streets left with grade crossings — one of which has
become of negligible consequence since adjacent subways
have been constructed and put into operation.
6. The construction of a double track railway between
Val Royal and Pointe-Claire to enable passenger trains
from the west to operate into the new station from the
north, through the existing double track tunnel through
Mount Royal. This project involved the construction of an
engine terminal near the town of St. Laurent and also the
construction of several new, and the reconstruction of
various existing, grade separations between the north
portal of the tunnel through the mountain and Val Royal.
None of this work has yet been done.
7. The construction of a double track railway between
Eastern Junction (on the line between the tunnel and
Val Royal) and Bout de LTsle and connection to Longue-
Pointe or Montreal East. This project was for the purpose
of allowing for the operation of passenger trains from the
east, now using Moreau Street station in Maisonneuve,
into the new central station by way of the tunnel through
the mountain. It was also for the purpose of providing a
badly needed C.N.R. freight connection between the east
and west ends of the city of Montreal. Work was started
on this project in 1930 but has not progressed very far.
8. The construction of a double-track railway from a
point near Atwater avenue, in Pointe St. Charles, along
the route of the old St. Pierre river and thence along the
river front to the end of Victoria bridge. This project also
involved the construction of a freight yard on the river
front and a railway connection to Montreal harbour. The
construction of this work, with the exception of the con-
nection to Montreal harbour, is now in progress and should
be completed before the end of the year.
Soon after the act of parliament, in June, 1929, author-
izing the above work the acquisition of the necessary
properties was undertaken and construction was started on
several grade separations and on the excavation of the
station site during the year.
The work was suspended in 1931 due to the depression
and except for the completion of some few grade separations
which had to be finished, the work was suspended for
seven years.
In 1938, various studies were made to determine the
minimum expenditure necessary to construct and put a new
station into operation; the outcome of these studies was
the adoption of a "modified" plan and the re-starting of
construction in 1939 as an unemployment relief measure.
As noted above, a great many of the facilities included
Fig. 1. — The terminal seen from the Bell Telephone Build-
ing, showing East Street, the plazas, Dorchester and Lagau-
chetière Streets.
in the original scheme have not been constructed, under
the so-called "modified" plan, but the works that have
been provided are so constructed that they provide a
workable terminal to which there can at any future time
be added any one or more or all of the balance of the
originally contemplated facilities.
In brief, the facilities as now constructed consist of the
following :
1. A new passenger station in the Dorchester Street area.
2. A new elevated track construction between the new
station and the end of Victoria bridge.
3. Construction of grade separations at all but two streets
between Turcot and Victoria bridge.
4. Construction of Guy and Mountain Street bridges
and the closing of various streets that formerly crossed the
tracks at grade in the Bonaventure area.
5. Construction of a new coach yard, together with ancil-
lary buildings and other facilities on the river front.
6. Electrification of all passenger tracks between the
new station and Victoria bridge and Turcot.
7. Installation of a complete interlocking and signalling
system over all tracks between the new station, South wark
and Turcot.
8. Acquisition of electric locomotives and the construc-
tion of a mercury-arc rectifier sub-station to provide
direct current for traction power.
Station Building
A modern railway passenger station involves the provision
of a large number of different facilities; the initial problem
is to arrange all of these facilities in the best possible
manner for the operation of the station as a unit of the
railway and the convenience of the public. Referring to
Fig. 2 it will be seen that there are six different levels with
accommodation grouped as follows : —
Elevation 36 — Mechanical room and pipe ducts to
provide services to station, tracks and future buildings
overlying the entire area.
Elevation 53 — Inbound and outbound express sheds,
baggage room, post office, garage and various storerooms
for railway news, sleeping and dining car department, etc.
Elevations 69 and 73 — Tracks and station platforms.
Elevation 90 — Station concourse, waiting rooms, lava-
tories, ticket offices, baggage checking, parcel checking,
restaurant, dining room, drug store, news stand, entrance
and departure plazas and all other facilities ordinarily used
by the general public.
Elevation 130 — Railway offices.
Elevation 143 — Railway offices.
Of the above there are three levels that concern the
public — the concourse, track and baggage-express floors.
Wide, enclosed and heated stairways are provided between
the concourse and the points over the mid-length of each
platform with escalators also between the concourse and
the platforms that will handle all but suburban trains.
Ramps or elevators are provided over both ends of all
platforms for the handling of express, baggage and mails to
and from trains. Freight elevators are provided between the
baggage checking rooms at concourse level and the baggage
room in the sub-track and there is also a passenger elevator
from the concourse direct to the baggage room for the
convenience of patrons who have to visit the baggage
room personally for customs information or other purposes.
Access for vehicles and pedestrians to the concourse level
has been made extremely easy. Vehicular access can be had
from McGill College Ave., at Cathcart Street by way of a
ramp road on a very easy grade direct to the north plaza
which occupies the entire area between the station building
and Dorchester Street. Vehicular access can also be had
from Lagauchetière Street where the south plaza, which is
at the same elevation as the concourse, extends from the
station building to Lagauchetière street. Pedestrian access
direct to the concourse can be had from several points —
from McGill College Avenue by way of the north ramp
road; by stairway and escalator at the east end of Dor-
chester Street bridge, by stairway and escalator at the west
end of Dorchester Street bridge, from the new East Street
and from Lagauchetière Street.
Parking facilities for several hundred private automobiles
are provided, on the north plaza. The bulk of this space is
for outdoor parking but limited provision is also made for
indoor heated parking. Parking facilities for taxi cabs and
busses are provided on the south plaza.
Station Facilities
The station concourse has been designed so that all the
facilities which the public uses may be readily found and
reached, and everything has been made as easy as possible
for passengers and for their friends who care to greet them
or see them off. It is 350 ft. long, 104 ft. wide and has a
ceiling height of 33 ft. It is spanned by rigid frames at 25 ft.
centres. The vertical legs of these rigid frames have been
used as one of the main architectural features of the room,
being encased in soft blue terazzo and rising from floor to
ceiling from only slight projections at the floor level to a
wide support for a band of blue connecting them along the
length of the ceiling. Between these bands the ceiling is
acoustic tile in variegated buff colours.
The floor is of marble terazzo, predominantly reddish in
colour. Along the centre of the concourse the stairways and
escalators leading to the underlying train platforms are
located at 50 ft. intervals. There are seven stairways. Esca-
lators are located adjacent to each of four of these stairways
and there is a fifth escalator at the side of the concourse. The
escalators are reversible and can be operated to suit the
direction of flow of traffic. These five escalators are now
being installed but will not be in operation till some little
time after the station is opened on July 15th.
The concourse lies almost due east and west. At the west
end are located , on the north side, the wickets for purchase
of train and sleeping car tickets, travel bureau, information
counter, telegraph office and travelling passenger agent's
office; on the south side the parcel checking and hand
baggage checking facilities, transfer office, newstand and
public telephone room. A restaurant is placed across the
width of the concourse at the extreme west end. At the
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Fig. 2. — North and south section through station building showing track and street levels.
412
July, 1943 THE ENGINEERING JOURNAL
east end of the concourse are the general waiting room,
women's waiting room and lavatories, traveller's aid, army
and navy information bureau, R.C.A.F. staff headquarters,
service men's room, men's lavatories, barber shop, drug
store and immigration rooms.
All rooms throughout are equipped with acoustic ceilings,
centrally operated clocks and public address systems.
The women's waiting and retiring rooms are located im-
mediately to the north of the general waiting room. Special
features of the women's quarters are a quiet room for
women who require rest and a nursery en suite with a first
aid room where a trained nurse is in attendance.
The men's rooms, located immediately to the south of the
general waiting room are in line with the most modern
principles of sanitation. A feature of the men's quarters is
the large number of private rooms equipped with showers
and baths. The barber shop is located between the men's
bathroom and the general waiting room and can be entered
from either.
The main restaurant is of the low horseshoe counter
type with the addition of a number of individual tables
providing, in all, seating accommodation for about 100
people. Immediately north of the restaurant there are three
private dining rooms, each 33 ft. by 22 ft., supplied from a
service kitchen. These three rooms are separated by folding
partitions which can be rolled back to allow the three
rooms to be used as two or as one room as may be desired.
This space will accommodate about 165 people at a sitting.
The restaurant and the dining room are to be operated by
the C.N.R. dining car department.
Train Platforms
The seven train platforms, serving fourteen tracks, are
reached by stairs and escalators from the concourse. All
platforms are at car floor level. In operation the greater
length of the platforms will be reserved for passengers, as
all baggage, mail and express is moved to and from the
platforms by way of ramps and elevators located at or
near the ends of each platform.
In addition to the fourteen regular passenger train tracks
there are three others. One of these is reserved for the
handling of mail, express, etc., and the other two will be
used for storage of equipment, parking of special cars,
handling of express, etc.
Sub-Track Area
Below the tracks and platforms there is located the
"behind the scenes" operating staff of the station. In this
area, the principal facilities are the C.N. express warehouses,
the railway express agency warehouse, the post office, the
baggage room, the transformer room for the supplying of
electric power for lighting and train operation and a
service garage for the C.N. Express Company's fleet of
trucks. There are two vehicular entrances to this sub-track
level, one from St. Antoine Street, just west of Ste. Gene-
vieve, the other from Lagauchetière Street, just west of the
old Tunnel Station. These roadways enter the sub-track
area through power operated doors that open and shut
automatically when vehicles pass over magnetic controls
built into the roadways.
The track structure, over the sub-track area, is of
reinforced concrete construction. Foundations are on solid
rock about six feet below floor level. Columns are round and
concrete was poured inside of thin steel casings which are
designed to act as mechanical surface protection for the
columns. The track slab is of beam and slab construction,
the only variation from conventional practice being that,
in order to get a flat ceiling with the maximum headroom in
the subtrack space, the slab was poured first and the
beams that carry the slab loads to the columns were poured
after and overlying the slabs. These beams are located under
platforms and between tracks and offer no obstruction on
the upper sides of the slabs. The only special precaution
with this type of construction was the necessity to provide
additional reinforcing steel between the beams and the
Fig. 3. — Main concourse.
slabs to transfer the vertical reactions from the slabs to the
beams and also to take longitudinal shear at the cleavage
planes between beams and slabs.
Elevated Track Structure Approach
Between the new station and Victoria bridge the tracks
are carried on an elevated track structure. The elevation
of the tracks, at the Montreal end of Victoria bridge is
nearly the same as the south portal of the tunnel through
Mount Royal and the new tracks between these two points
are substantially level at this elevation. The greater length
of this elevated track structure is on fill, with a number of
structures carrying the tracks over streets, the Lachine
canal and low level tracks.
The elevation of the tracks on the elevated track struct-
ure, as determined by the track elevation at the Montreal
end of the tunnel and of Victoria bridge is about 25 ft.
above the elevation of the city streets crossed by these new
tracks and this greatly facilitated the construction of grade
separations across these streets. The elevated tracks are
carried by a reinforced concrete viaduct between St. Antoine
and Ottawa streets, a distance of about 2,000 ft. In addi-
tion to carrying the tracks, this viaduct is in reality a two-
storey enclosed building with city streets cutting through
the ground floor at five places. There is approximately
350,000 sq. ft. of floor space in this structure, all of which is
in use for offices, garages and warehouses. The portions in
use for offices are fully air-conditioned and supplied with the
latest type fluorescent lighting. This viaduct structure was
built, and except for two small sections, was completed
ready for occupation, in 1931. Since that time it has been
used for housing railway offices that previously occupied
rented space. The financial saving to the railway during
the last 12 years has already amounted to a figure nearly
sufficient to cover the entire cost of the viaduct structure.
South of the viaduct, this elevated track structure crosses
Smith, Wellington, Ann and Brennan streets on a reinforced
concrete structure some 500 ft. long which in itself con-
stitutes a rather important engineering accomplishment.
Its design and construction involved many difficulties.
The foundations were very soft, the streets crossed over are
like a jig-saw puzzle, the spans are very long for concrete
and the skews are exceedingly sharp, the tracks are on a
very sharp curve and the structure tapers from six to four
tracks wide in its length.
South of this structure again the tracks are carried
across the Lachine canal on a double track two-span vertical
lift bridge and between this point and Victoria bridge there
are various steel and concrete structures, all of which are
of more or less conventional type.
The new 500-car electrified coach yard is located on the
river front just upstream from Victoria bridge on ground
made by filling in part of the river with material excavated
THE ENGINEERING JOURNAL July, 1943
413
Fig. 4. — Plan showing rail connections with tunnel, Victoria bridge, and points west.
from the Dorchester Street site. This coach yard is modern
in every detail with all buildings and facilities for cleaning,
servicing and repairing passenger cars.
All main line tracks for the operation of both passenger
and freight trains between Turcot and Southwark and into
the new passenger station have been equipped with a
centrally controlled interlocking and signal system with
power operated switches.
When the new station goes into operation on July 15th,
trains coming into Montreal from the west will change from
steam to electric traction at Turcot and those coming into
Montreal from the south will change to electric traction at
the Montreal end of Victoria bridge. The tracks coming
into the new station from the north, through the tunnel,
were previously electrified as far as St. Eustache and no
change has been necessary in this electrified traction
installation.
Figure 4 shows the layout of tracks leading to the new
station. It will be noted that, until the new line between
Pointe-Claire and Val-Royal is built, all trains going to the
west leave the new station to the south, cross the Lachine
canal twice and go west through Turcot the same as at
present.
For the duration of the war, Bonaventure station will
continue to be used as a passenger station to handle the
lakeshore suburban trains and a few other short run trains.
There are various reasons for this, the chief being the
wartime restriction on the purchase of additional electrical
equipment and locomotives.
Future Construction at Station Site
At the new station site there still remains some con-
struction work to be done by the C.N.R. This consists
mostly of the building of city streets through the station
site, for instance the extension of Inspector Street from
Lagauchetière up to McGill College Ave. and the extension
of Belmont St. westerly to Mansfield Street.
In addition to the construction already completed and
yet to be done at the station site by the C.N.R. there is a
vision of a great building development arising in the area
bounded by Cathcart, University, St. Antoine and Mans-
field Streets, similar to that which has developed around
the Grand Central Station in New York City. In all of the
construction done by the C.N.R. at this site, provision has
been left for columns for overhead buildings to be located
at about 25 ft. centres in both directions and no changes or
alterations of any consequence are necessary in any present
construction to allow for these columns to be so located
anywhere in the area.
The columns that support the new station building are
completely isolated and insulated from all parts of any
structure carrying train or street loads in order to prevent
train or street vibrations from entering these structures.
In the present construction, care has been taken that
columns of all future overhead buildings will likewise be
isolated and insulated against vibration from trains and
street traffic. This has somewhat complicated the con-
struction but the basic principle has been the complete
separation of building construction from track and street
construction by air spaces where possible and otherwise by
the effective use of insulation materials.
The information on which the above article is based has
kindly been furnished by the C.N.R. Engineering Depart-
ment, through C. B. Brown, m.e.i.c, its consulting engi-
neer, to whom our thanks are due for his kind assistance.
414
July, 1943 THE ENGINEERING JOURNAL
Abstracts of Current Literature
BRITAIN FAVOURS SHORTER FLUTE DRILLS
Eric N. Simon
There has been little development in twist drill design
over the last ten or twenty years. However, the quality of
high-speed steel employed is better ; the hardening treatment
has improved; and there have been certain refinements in
finish. Moreover, in Britain at all events, most twist drills
are being made to-day by butt-welding a high-speed steel
cutting portion to an oil toughtened steel shank, thus pro-
ducing a drill "right at both ends," since the oil-toughened
steel is better suited to resist the twisting .stresses encoun-
tered in drilling than is the much more brittle high-speed
cutting steel. The result has been a marked diminution in
drill breakages in Britain's engineering shops.
This refers solely to the "general purpose" drill, working
on the normal materials of daily shop practice. Certain
special drills have, of course, been invented during the
period mentioned, particularly the special drill for man-
ganese steel (11-14 per cent manganese).
Orthodox Design Out of Date
Britain's engineers are now coming to the conclusion
that orthodox twist drill design is hampering progress, both
in regard to penetration per revolution and revolutions per
minute, in view of the possibilities afforded by the latest
high-speed steels. They feel that the present design detracts
from the ability of drills made from the highest classes of
high-speed steel to withstand heavier feeds and faster
peripheral speeds.
Drilling machine makers annually increase the power
and strength of their products. It is always easier, for
example, to instal a larger motor than to manufacture a
steel that will stand up at the working end. In consequence,
the twist drill rapidly becomes the weak link in the chain.
For a given design of drill, there is little, if any, difference
between the feed per revolution than can be employed with
a carbon steel twist drill and that possible with a high-
speed steel drill. Logically, therefore, the twist drill made
from the best high-speed steel can only justify its extra
cost by either lasting longer between grinds, or by effecting
a greater penetration per minute by increased peripheral
speeds. In the attempt to achieve increased speeds, con-
ditions sooner or later cause failure by breakage.
Causes Cost to Rise
A small percentage of such failures, combined with the
high first cost of super-high-speed steel drills, causes the
cost per hole to rise rapidly, and the user is driven back
to the ordinary run of lower quality high speed steel drills.
In Britain, drills made from steel of super-high-speed type,
i.e. those containing more than 18 per cent tungsten or
substitute steels of corresponding types, are not popular
for general purpose drilling, because of the failures experi-
enced.
To be successful for general purpose drilling, a twist drill
must possess a measure of elasticity, which is lacking in the
super-high-speed steels. If drills of these high quality steels
are to be employed, design must be changed to minimize
this need for elasticity. In general, this need decreases as
the sturdiness of the drill form increases.
Now that the butt-welding of twist drills is accepted,
designs become feasible that would have been wasteful a
few years previously. Britain's drill makers consider that
maximum efficiency is attained by using what may be
termed the "single purpose" drill, not for general jobbing
work, but for quantity production on normal materials.
Swing-Over to 18 Per Cent Tungsten
The higher qualities of super-high-speed steel are not
suited to the general run of jobbing drills, and those of 14
Abstracts of articles appearing in
the current technical periodicals
per cent tungsten steel or its substitutes are still being
used extensively in their manufacture, though in British
shops there has recently been a marked swing over to 18
per cent tungsten steel or its substitutes.
Many operations call for drills with a specially tough
temper to prevent an unduly high percentage of breakages.
The super-high-speed drill is useless for such jobs, as some
of the cutting efficiency of even a 14 per cent tungsten
steel has to be sacrificed under the prevailing conditions to
give the added toughness required.
Hardness figures taken recently on a large number of
high quality 18 per cent tungsten high-speed steel twist
drills showed that in only one instance was the hardness
of the drill equivalent to what would be expected from an
18 per cent tungsten high-speed steel lathe tool. In most
instances, the diamond Brinell number was much below
normal.
This means that in each instance the manufacturers had
made the drills as hard as they dared, consistently with the
necessary toughness required to meet the prevailing con-
ditions in engineering shops. Thus, the cutting efficiency of
which even a medium quality high-speed steel is capable
had been partly sacrificed.
Maximum Cutting Efficiency Necessary
Obviously, therefore, the harder super-high-speed steels
cannot be successfully used unless means can be found of
using them fully hardened so as to give their maxi-
mum cutting efficiency. This means that design must
be modified.
Between the drilling of boiler or ships' plates and that
of manganese steel lies a vast field, beginning with a demand
for specially tough (softer) drills, and ending with a demand
for the hardest and best. But the graduation from one
extreme towards the other entails a change of design as
important as the change in quality and hardness. The
altered design consists of an increase in the rigidity and
strength of the drill, incorporating at the same time the
best helix angles, web-thickness, flute width, and so on for
the nature of the work.
Standard twist drills in Britain are invariably made to
the British Engineering Standards Association Specification
No. 328/1928, but when a user requires to penetrate an
unusual thickness of material he does not hesitate to order
a drill specially long on the flutes to suit his requirements.
It was seldom that the user thought of specifying drills
shorter on flutes than standard. There was, and in some
directions still is, a definite prejudice against shortening
drills, although in many difficult drilling operations they
are now known to overcome the greater part of the difficulty.
Quicker and Better Drilling
The sole object of shortening the drill flute length is to
enable it to drill quicker and better, and to do more work.
Two instances may be given where standard length and
ordinary quality high-speed steel twist drills were altered
and achieved satisfactory results.
In one shop, thousands of 9 mm. holes had to be drilled
in austenitic chromium nickel stainless steel plates. These
plates were exceptionally large, so that the job had to be
carried out under a line of plate-drilling machines, with the
finest feed, one hundred cuts per inch penetration. New
drills of orthodox design were used, but trouble quickly
followed. A cure was effected by simply shortening the
flutes.
THE ENGINEERING JOURNAL July, 1943
415
Before this modification, the margin of strength and
safety was small, resulting in chatter of breakage following
the loss of the keen cutting edge. This resulted in a high
percentage of broken drills, and a large number of blind
holes needing special attention.
Safety Enormously Increased
The average performance was about twelve holes per
grind. When the drill flute length was shortened, the margin
of safety was enormously increased, and actually resulted
in eliminating all broken drills and blind holes, the average
number of holes being raised to over one hundred per grind.
Thus, the cost of the job was greatly reduced and pro-
duction improved.
In another instance, far more than the normal amount
of breakages occurred in drilling 5/32 in. holes in castings
for the attachment of machine nameplates. A shortened
drill was supplied 5/32 in. dia. by 1 in. long on flutes, 2Y%
in. overall, with a web thickness much greater than
standard, thus making the drills considerably more robust.
This performed the work without any breakages whatso-
ever.
Similar examples could be multiplied indefinitely, but
only one more will be given. Oil holes were drilled in rustless
steel bars, the holes being about 6 in. deep by 5/16 in.
diameter. Ordinary 14 per cent tungsten high-speed steel
twist drills were used, but failure through breakages was
continually experienced.
The problem was again solved by using a drill with a
flute length of 2J4 in., the remainder being plain cylindrical
material. Frequent withdrawal of the drill to clear the chips
was carried out, and a super-high-speed steel drill employed,
of a special design. The drill was successfully used in drilling
high carbon steel samples, and measured 1 in. dia. by 4}/£
in. flute length, by §}/% in. overall.
The most difficult of all materials to drill, manganese
steel, has surrendered to commercial drilling by specially
designed twist drills of super-high-speed steel, but only
because the drills were designed for the job. Hence, British
practice in not only to shorten standard drill flute lengths
to meet the requirements of difficult jobs, but is concentrat-
ing more and more on special designs of twist drills for
specific jobs and materials.
SYNTHETIC TIRES
Being Tested, But None Yet for Public
From Scientific American, February, 1943
Tires whose rubber content is 99.84 per cent synthetic
rubber are now being tested on the highways in various
parts of the country, according to Dr. Howard E. Fritz,
director of research of the B. F. Goodrich Company. In
discussing the present relative positions of natural and
synthetic rubber from the standpoint of their usefulness in
tires, Dr. Fritz emphasized that this testing of high-per-
centage synthetic rubber casings should not be considered
as indicating any early public availability of such tires —
that it does not affect the nation's tire supply situation
at all.
"Experimental development work done with samples of
butadiene-type synthetic rubber — the type which makes
up the great bulk of the government synthetics programme
■ — has already shown up much that is good and several
things that are still unsatisfactory about this new rubber,"
he said.
"Passenger tires and small-size truck tires give excellent
service. When we come to large-size truck and bus tires,
several difficult problems arise due to the fact, that synthetic
rubber while running generates more heat than natural
rubber, and may fail from that cause in spite of its higher
heat resistance. However, we are now hard at work on this
problem and are confident it can be solved as we gain more
experience in the field."
GAS TURBINES
Possibilities for Ship Propulsion
From Trade and Engineering, (London, Eng.), March. 1943
Considerable progress has been made recently in the
development of the internal-combustion gas turbine, and
its adoption for ship propulsion appears to present great
possibilities in the future. The simplest form of installation
comprises a compressor driven by an exhaust gas turbine
and delivering air to a combustion chamber into which the
fuel is injected. The gaseous products of combustion provide
the working medium for the turbine that drives the com-
pressor, and the surplus output is available for useful work.
The handicap of the gas turbine in the past has been the
relatively large amount of negative work that has to be
expended on the combustion air to enable it to perform
its useful work. Improvements in the design of axial com-
pressors result in efficiency ratios of about 85 per cent,
giving an overall efficiency in association with the gas tur-
bine of about 70 to 75 per cent. On this basis the thermal
efficiency of a simple installation with inlet gas temperature
of about 1,000 deg. F. is about 18 per cent. There is a wide
scope for advance on this standard by improvements in
design, since each 1 per cent increase in turbine or compressor
efficiency will yield a gain of about 4 per cent in the cycle
efficiency.
RECENT ADVANCES
The most recent line of development favours the use of
two-stage compression and combustion, with preheating of
the combustion air by the exhaust gases of the turbine.
The recuperation of the heat of the exhaust gases in an
exchanger of moderate dimensions brings about an im-
provement of nearly 25 per cent. The extent to which the
latter expedient can be utilized is limited only by the
materials available for withstanding the increased combus-
tion temperature. The developments that have taken place
upon these lines enable units to be constructed with a ther-
mal efficiency of about 23 to 25 per cent, which should
permit effective competition with the most modern arrange-
ments of steam turbine or oil engine machinery.
An apparent limitation to the use of gas turbines for
ship propulsion has been the falling off in efficiency at re-
duced loads, but this can be circumvented, with particular
advantage for marine installations, by the use of separate
turbines for driving the compressor and providing the pro-
pelling power, because the compressor turbine can be oper-
ated at the most suitable speed independently of the pro-
pulsion turbine. In marine applications, the residual heat
of the exhaust gases can be utilized in waste heat boilers
to generate steam for driving the auxiliaries or supplement-
ing the propelling power through an auxiliary turbine drive.
A further economy, amounting to about lO per cent, can
accrue in this way. The output of the waste heat boiler can
be supplemented by independent oil firing, which would also
serve as a source of auxiliary power when the main machin-
ery is shut down. Control is simple, since the output is
largely governed by the amount of fuel injected into the
combustion chamber. Starting from cold can be effected in
about 10 minutes by a small turbine taking steam from the
boiler using direct oil firing, or by an electric motor taking
power from a small oil engine driven generator which would
be available for general purposes on board when the main
source of power is shut down. Any bunker oil capable of
being burnt under boilers can be employed in the combustion
chamber, and with suitable provisions it seems probable
that future developments will permit the use of pulverized
coal.
SAVING IN WEIGHT
To parity in thermal efficiency with turbine machinery
the gas turbine offers the advantages of saving of weight.
The specific weight of the lightest forms of steam turbine
machinery yet adopted for merchant ship propulsion is
416
July, 1913 THE ENGINEERING JOURNAL
about 85 lb. per s.h.p., whereas the corresponding weight
for gas turbine machinery is only about 35 lb. The fuel
consumption rate in the present state of development, in
comparison with orthodox oil engines, is about 50 per cent
greater, but this is almost entirely compensated for by the
price differential between the different grades of fuel that
will be used. The weight difference between gas turbines
and the most compact designs of oil engine is such that
the total machinery and fuel weights of the two types will
be the same for a radius of action of about 20,000 miles.
Experience already acquired with gas turbines at sea in
driving superchargers for four-stroke oil engines and with
a variety of instal.ations ashore has shown that increasing
confidence can be placed in the mechanical reliability of
such plant working with gas temperatures up to 1,000 deg.
F. at the turbine inlet, and further experience may be ex-
pected to lead to improvements in both compressor and
turbine machinery. The specific output and thermal effi-
ciency of such equipment would be substantially increased
if higher gas temperatures could be employed, and there is
good reason to hope that with developments in the manu-
facture of materials this will become possible.
MACHINE TOOLS FOR WAR
B.B.C. Tells Story of Vital Part Played by British
Tool Makers and Designers
"Tools for the Job" was the title of a British Broadcasting
Corporation feature programme broadcast on the overseas
short wave service telling in dramatic form the story of a
vital part in the war effort played by Britain's machine tool
makers and designers. It was written and produced by
Leonard Cottrell. Valuable help was received from Machine
Tool Control and individual manufacturers in Britain and
great care was taken to see that every fact was true, every
figure correct. In preparing his script, Cottrell concentrated
on the human drama behind the drive for machine tools and
small tools.
Starting with James Watt, who, when he was developing
the steam engine overcame the difficult problem of boring
the cylinders with the aid of the first machine tool con-
structed for the purpose by Henry Wilkinson, the story
came down to the present day and the situation in the
industry as it existed in September 1939. The narrator said:
. . . When Britain entered the War, the Navy went to
its battle stations, the Army mobilised, the R.A.F. stood
by, but there were no dramatic headlines about Britain's
engineers. You did not read "Machine Tool Industry
mobilises" or "Engineers at Action Stations" . . . These
men looked over their breakfast coffee at the newspaper
pictures of Hitler, and shook their heads. They read the
glib political speeches promising a mighty flood of
armaments, and a huge expansion of the Services, with an
intimate, exact, personal knowledge of the work involved
in making those arms and equipping those Services.
Many difficulties had to be overcome and various speak-
ers described the setting-up of Machine Tool Control by the
Government; how the shortage of skilled labour was over-
come; the fail of France and the consequent heavy loss of
equipment; the diversion to Britain in mid- Atlantic of
ships laden with machine tools intended for France and
then:
. . . Many valuable cargoes of machine tools were
snatched from under the noses of the Germans. The
wooden crates painted with the names of their French
consignees were unloaded at British ports with the
German bullets still embedded in them. And before long
those American machines, lathes, millers, grinders,
shapers, were at work in British factories.
Illustrating the way in which urgent problems were
overcome by the cooperation of designers, makers and
Government experts was the story of how a sudden call for
a portable range-finder was met, at a time when invasion
seemed imminent. Voices were heard in conference, and so:
. . . Round that table, on that Sunday afternoon, with
an old gramophone motor between them, those engineers
worked out the design of the new range-finder. All pooled
their ideas, there were criticisms and suggestions, ideas
were taken up and rejected, but, in under a fortnight, a
substantial number of the new machines were in the
hands of our gunners on the coast. And that is only one
typical incident.
Another speaker described the intensified industrial drive
made necessary not only for replacing lost equipment but to
supply the great armies of liberation on an ever-increasing
scale. There was a shortage of small tools which caused a
serious hold-up in production at the time of the Battle of
Britain. Makers of small tools were swamped with orders
and could not promise delivery under ten months. How the
bottlenecks in production were freed was described in a
scene in which engineers got together and organized a
gigantic comb-out of the industry, unearthing thousands of
small tools lying idle all over the country and putting them
to use. Sixty travellers from machine tool firms were sent
to find out about these bottlenecks and to ask firms if they
would be willing to lend tools if others would reciprocate.
The narrator told what happened :
. . . Every one of the firms visited agreed to this
proposal. At the first meeting, which was christened the
Committee of Mutual Aid — the CM. A., — 80 per cent of
the problems were solved, then and there, on the spot,
by practical engineers dealing with practical engineers,
without fuss, without form-filling and without red tape . . .
Since then, Mutual Aid Committees have been estab-
lished all over Great Britain.
Then came the blitz and the broadcast told of the havoc
wrought in the big industrial towns. Undamaged machines
in bombed works were sprayed with rust-preventative and
then temporary roofs were put on.
. . . Engineers helped each other through their own
organization, specially set up for the purpose — the
Emergency Services Organization, a body for which no
praise is too high from those whose job it was to keep our
factories working during concentrated aerial attack. It
was a pool, to which all contributed their share of
practical help.
The narrator continued:
... A bomb makes a loud noise and sounds impressive.
Its effect is, well, dramatic, and no doubt the eager Nazis
in their night bombers thought they were obliterating
Britain's industrial centres. They did grievous damage
and they did cause hold-ups, but they failed in their main
objective and one of the reasons for their failure was
that undramatic figure, that quiet, peace loving, practical
man, fond of his golf and his gardening, who looked at the
shattered walls of his factory and said: "Well, they've
made a nice mess, but, it's not as bad as it looks. Ted!
get some men clearing this glass up to start with! Then
we can see what we're doing."
Dispersal became essential with the vast increase in
output and to minimise the bombing menace. The old
hands rose magnificently to the occasion. Two men with
long experience, George Dowell and Henry Barber, told
their story. The former said :
... I started as a fitter fifty-two years ago, and I've
seen some wonderful changes since that time. The first
thing I learned was how to use a file and a hammer and
chisel. We also used the scraper. There is very little
scraping done to-day. Machines have taken the place of
all that. I made tools in the Boer war, and in the last war.
I remember when the first milling machine was made in
my factory, in fact I put it together. Then there was the
automatic lathe. We all thought that was wonderful
THE ENGINEERING JOURNAL July, 1943
417
when it came out in 1906. Nowadays you see them in
every factory.
No women worked in machine tool factories before the
war — the work was considered too highly skilled — but
thousands are now doing valuable work and a woman fitter,
Mrs. Hughes, described how she is doing her bit :
... I came into the factory after my husband joined
the army. Before I got married I was a silk worker, and I
thought when I came here first that some of the men
would resent women coming into the machine tool trade,
but I was wrong. Everybody has been very kind and it
didn't take me long to pick up my job. It seemed strange
at first, but I got used to it and now I'd rather do this
than be at home. Home doesn't mean much when your
husband's abroad, I feel like a lot of women working in
factories to-day. We like to think we're helping to get the
war over so that we can have our husbands back again.
. . . To-day, said the narrator, the British machine
tool and small tool industries are producing eight times
their output at the outbreak of war. The industry was
never a large one. After the last war it went through hard
and difficult times and many of its skilled workers knew
long periods of unemployment. Yet that small body of
men, executives, planners, designers and skilled workers
have taken their skill and experience into hundreds of
other factories which never previously made tools.
Textile manufacturers, brewery workers, watch and clock
makers are among those who are playing their part in this
key industry. "These too are now feeding a never ceasing
supply of the tools needed by Britain's great arms factories
— the machine tools without which nothing would be made
and the small tool without which those machines would be
useless. The tools which are fashioning the weapons of
victory — the tools to finish the job."
MATERIALS FOR ESSENTIAL INDUSTRIES
From Trade and Engineering (London), Sept., 1942
The high cost of war, which already has been brought
home to Canadians in some measure by greatly increased
taxation, by rationing of sugar and petrol, and by shortages
in civilian supplies of certain other commodities, is begin-
ning to be experienced in other ways as well. Mr. C. D.
Howe, Minister of Munititions and Supply, has uttered a
warning that hundreds of Canadian manufacturers will be
unable to get sufficient supplies of raw materials, processed
parts, machinery and repair parts to keep their plants
operating and that "only those civilian industries which
are essential to the economy of a nation at war will be
given any preference." Canada's price ceilings system has
been maintained surprisingly well up to the present, but
recently has been under attack by agricultural interests. It
has yet to meet its greatest test, when decreased turnover
in many industries making goods for the civilian trade will
increase manufacturing costs and intensify the "squeeze."
Meanwhile, war production in the Dominion continues
to expand in all branches. "Canada's cotton textile industry
is eleven times ahead of its war production records of 1914-
18" is the statement made by the largest textile manufac-
turing company in this country. The industry is delivering
annually about 215,000,000 yards of aircraft fabric, besides
ammunition pouches, anti-gas cloth, camouflage netting,
gun covers, parachute webbing, powder bags, uniform cloth,
web equipment and other essential materials. The com-
pany's employees are earning 28 per cent more hourly than
in 1939 and it is paying 5.4 times more in taxes than the
total paid in dividends to its several thousand shareholders.
So great has been the demand for war materials that short-
ages have developed in various lines of civilian cotton goods.
Oil refineries throughout the Dominion have been increasing
substantially their output of aviation spirit and other war
materials at the expense of their regular products for
civilian use.
REME'S CONTRIBUTION TO AFRICAN
VICTORY
John L. Young
Into the dust of battle lumbers a heavy British tank
spitting fire and churning up the sand as a battleship
churns up the waters of the ocean. A shot from the enemy
and the tank may be put out of action, unable to move,
presenting a sitting target. Signals are flashed to a Light
Aid Detachment of Britain's Army's Royal Electrical and
Mechanical Engineers — the technicians and craftsmen of
the military machine — who have been cruising around in
the battle area waiting for just such a call.
In their armoured mobile workshop the engineers dash
up to the tank, dismount and hastily examine the damage
with skilled precision. Within a few minutes, if the damage
is comparatively slight, they are able to repair or replace
the broken parts. The tank lumbers back, fully effective
once more, into the onsweeping battle, and the Light Aid
Detachment retires to cruise around again, read}' for another
such call for first aid.
Repair on the battlefield, though much more difficult,
has reached to-day the same efficiency as repair in the
stationarjr workshop in Birmingham or in Detroit. So far,
this has largely been proved in the victorious African cam-
paign. In many instances indeed, it was the men from
Birmingham or Detroit who worked as engineers on these
battlefields, just as in peace time they worked at the bench
or on the lathe at home. This war has often been called a
citizens' war, and battlefield repair calls upon many men
to follow amid the dust of conflict the vocations they once
followed in the factory and workshop.
Light Aid Detachments Work Fast
The organization of repair and recovery in the field is
largely a development of the present war. Even since those
first early days of the Battle of France the technique of
this vital work has been improved and developed step by
step with the ever-increasing demands of this mechanized
war. To-day, the lightning repair for that damaged tank
on the battlefield itself is an instance of these developments.
During the 63 days of the chase from El Alamein to Tripoli,
more than 1,000 damaged tanks were so repaired and sent
back into the battle, once more effective units of destruc-
tion.
Despite the need for maintaining every possible machine
in action as a fighting unit, no time is wasted, no fruitless
efforts expended, by these men of the Royal Electrical and
Mechanical Engineers. These Light Aid Detachments are
organised for first aid only. Rapid inspection of a damaged
tank or armoured car may reveal the impossibility of carry-
ing out the necessary repairs within an effective time.
Machines which cannot be repaired quickly on the spot
are towed or carried on recovery transporters to mobile
workshops which follow the advancing army close behind
the lines. Here, within gunshot of the enemy, these work-
shops are equipped to accomplish more drastic repairs. For
example the engine may be damaged beyond repair; the
men in these behind-the-line Brigade Workshops of the
Royal Electrical and Mechanical Engineers can remove it
and bolt a new one in place within forty minutes or so. If
the engineers of the Brigade Workshop decide that adequate
repairs will need days of work, they arrange for the machine
to be transported back to the base.
Occasionally the Light Aid Detachment on the battlefield
may find that a damaged tank is completely beyond repair,
in which case they may blow it to pieces on the spot, if
likely to fall into the hands of the enemy or to impede the
progress of the battle, and signal for a replacement — but the
watchwords of the R.E.M.E. are "Repair, Re-condition,
Re-habilitate"; renovation and recovery have largely
replaced evacuation or demolition. The battle must go on;
the tank must if possible keep up with the rhythm of
advance; the enemy must be harried remorselessly, relent-
418
July, 1943 THE ENGINEERING JOURNAL
lessly, continuously. The servicing squads of the R.E.M.E.
must follow the battle closely, sending forward their ad-
vanced aid units, the Light Aid Detachments, into the
heart of the conflict. There's no rest for the R.E.M.E.
Jacks Of All Trades
Every regiment of the Royal Armoured Corps, and the
Royal Artillery, every Brigade of Infantry, has its own
servicing detachment of the R.E.M.E. which is prepared
Tank recovery during battle. This tank was transported safely
to the REME's workshop and was soon back in action for
Britain's victorious African campaign.
to perform every function from dragging a tank out of a
ditch, to repairing the radio apparatus, from restoring a
gun to firing efficiency to replacing a smashed engine or a
broken caterpillar tracks.
These men from Birmingham and other centres of indus-
try are jacks of all trades and masters of all. You cannot
stand in the midst of a battle to consult trade union or
workshop regulations in order to decide whose job is whose.
Within a few months one Light Aid Detachment in Greece
assisted Royal Engineers to re-start a power station, mended
or replaced the radiators of armoured cars shot up by
German dive-bombers, hauled vehicles across streams and
towed badly damaged tanks out of the battle. On paper,
three out of those four jobs were someone else's — but the
same squad of Engineers performed them all.
They work in constant danger, these Engineers who have
turned their peacetime abilities and skill to the service of
war. The Germans are not going to stand peacefully by
while they are repairing a damaged tank or towing it back
to Brigade Workshop; they aim at interrupting the work
of recovery, and killing the Engineers. One day a recovery
detachment in Libya was transporting a damaged tank to
Brigade Workshop, when a column of lorried German
infantry swept along; and thinking they had an easy prize,
opened fire at the mobile workshop and the disabled tank.
Hastily the R.E.M.E. soldiers restarted the power, swung
the turret gun into action, drove off the Germans and went
on with their work of recovery.
HIGH-GRADE IRON ORE FROM STEEP ROCK
From Trade and Engineering (London), June, 1943
Details have now been announced of the arrangements for
bringing into production the vast, high-grade iron deposits
at Steep Rock Lake, in northwestern Ontario, with the
direct co-operation of the governments of the United States,
Canada and the Province of Ontario and no fewer than 18
government departments, bureaux and agencies.
The Reconstruction Finance Corporation of the United
States Government is advancing $5,000,000 on a first
mortgage; the Federal Treasury at Ottawa will furnish
funds to the Canadian National Railways for constructing
a spur line and docks at Port Arthur, and, in addition, will
provide a subsidy of 20 cents a ton on the first 5,000,000
tons of ore handled, and the Hydro-Electric Power Com-
mission of Ontario will build a power line from Port Arthur
to Steep Rock, a distance of 125 miles, at an estimated cost
of $1,600,000. All necessary priorities for materials and
supplies have been arranged and work will be pushed
aggressively, with the expectation of bringing the property
to the producing stage within 17 months with an initial
output of 2,000,000 tons annually. The plans entail the
diversion of the Seine River and draining of Steep Rock
Lake, work which will take about 11 months. This develop-
ment will make available for Canadian requirements and
export an immense supply of high-grade iron ore of a
quality equalled only by the famous Swedish deposits.
Control of the enterprise will remain with Canadian
shareholders.
ARMY TO USE WAR PRISONERS FOR NON-
MILITARY PROJECTS
From Engineering News-Record (New York), June 10, 1943
A large number of the prisoners of war now being brought
to this country are expected to be made available for
construction operations that do not promote the war effort.
There are 36,000 war prisoners in this country at the
present time, but it is reported in Washington that this
number may be increased to 200,000.
Major emphasis at present is being placed on agriculture,
partly because it is expected that the prison camps will be
located chiefly in farming areas, but also because agriculture
is not considered as connected with the war effort and lends
itself well to the making of adequate provision for security of
the prisoners.
Projects on which the use of prisoners of war is considered
feasible by the government, next to agriculture, are grading
operations on roads and dams. The general plan, for which
more details will be available within the next week or two,
is to delegate to the commanding general of each service
command throughout this country authority to make
arrangements for the use of the prisoners of war in his
area, general policies only being laid down by the War
Department.
War Prisoners on Construction
It is expected that this labour will be made available to
private employers as well as to governmental agencies. On
construction operations, prisoners of war will not be used
alongside normal labour, nor will the prisoners be used as
skilled tradesmen. The prisoners will be used as common
labour in large groups, which can be guarded easily. They
have already been so used at Denison Dam by the Corps of
Engineers for clearing the reservoir area on the Oklahoma
side. Several groups also were used on levee repair during
the recent Mid-west floods, one group of about 200 being
used near Weingarten, Mo.
As a peace offering to organized labour — and this affects
chiefly the construction trades because of the rapid decline
in construction jobs — war-prisoner labour will be made
available only in areas where there is an insufficient supply
of native labour, as determined by the War Manpower
Commission, and then only at prevailing rates of pay.
Under the Geneva convention, prisoners of war can be
put to work only on jobs not directly related to the war
effort, and only on tasks that are not hazardous or unhealth-
ful. Prisoners who do not work are paid only 10 cents a day,
but those who work are paid 80 cents a day. Under the
set-up as proposed in this country, the difference between
the prevailing rate that is paid by the employer and the 80
cents that the prisoner gets goes chiefly to the government,
the employer being permitted to deduct any expenses that
would not be incurred with the use of free labour. Social
security costs will be paid by the government.
THE ENGINEERING JOURNAL July, 1943
419
HAWKER TYPHOON
From Trade and Engineering (London), June, 1943
For many months Britain's formidable new fighter, the
Hawker Typhoon, has remained on the secret list. It is now
permissible to disclose limited details regarding it. The
Typhoon is a single-seat, low-wing monoplane of all metal
construction, powered by the Napier Sabre sleeve-valve en-
gine of 24 cylinders, which are in four banks of six cylinders
arranged in "H" formation. The Sabre, concerning which
no details have yet been disclosed, is the engine which has
been described as developing more horse-power than the
Royal Scot. There are two versions of the Typhoon now in
service, the 1A and the IB. The only difference is in the
armament. The former has twelve 0.303 Browning machine-
guns, six fixed in each wing, and the IB has four Hispano
20-mm. canon, two in each wing. Main dimensions are as
follows: — Wing span, 41 ft. 7 in.; length, 31 ft. 11 in.;
height (tail up), 14 ft. 7 in. ; height (tail down), 15 ft. 33^ in.
The lines of the Typhoon immediately proclaim it as
coming from the Hawker "stable," and it has many similar-
ities with the Hurricane, which is quite natural in view of
the fact that they were designed by the same man, Mr.
Sydney Camm. Although bigger and heavier than the
Focke-Wulf 190, which is the enemy's main weapon for
"tip-and run" raids on our coastal districts, the Typhoon
has shown that it is the faster and more manoeuvrable
machine by the number of times it has shot down the raiders.
More than 40 have been destroyed by Typhoons this year,
20 of them by a single squadron. In one period of 11 days,
two Typhoon squadrons shot down 11 F.W. 190's and
damaged others. The power of its armament speaks for
itself. The new fighter has been equally successful in an
offensive role, having proved a deadly weapon for low-
flying attacks on railway targets and against ships. One
squadron equipped with Typhoons has destroyed 100 enemy
locomotives in three months. Other units have gone out for
bigger "game," attacking such sea targets as E-boats,
armed trawlers, and minesweepers.
TIMBER CONSTRUCTION RECORDS BROKEN
IN 1943
From Engineering News-Record (New York), June 10, 1943
Three all-time world records for timber construction were
established during the first half of 1943 as vast Army and
Navy plants, designed and engineered in timber, have been
completed.
The largest amount of wood ever used in a building —
27,000,000 ft. — went into a giant cargo-plane assembly
plant built by the Austin Company of Chicago, under the
supervision of Army engineers.
The largest clear span timber arches ever erected roof
the Navy's mammoth new timber blimp hangar. They rise
153 ft. from the floor and span an area 237 ft. wide and
1,000 ft. long — 237,000 sq. ft. of floor space unobstructed
by columns or supports of any kind.
Records for speed of construction fell when the Navy
completed in seven months its new $50,000,000 naval
training station in New York State. Although not built
entirely of wood, the project used 41,000,000 ft. of lumber
in its 400 buildings.
Lumber production in the United States for the first
quarter of 1943 is estimated at 7,141,109,000 bd. ft., and is
not far under the estimated first quarter goal needed to
meet total military and essential civilian requirements of
32 billions bd. ft, for 1943, the War Production Boards
Lumber and Lumber Products Division has announced.
Monthly production has risen steadily during the first
quarter period, with 2,199,240,000 bd. ft. in January;
2,307,448,000 bd. ft. in February, and 2,634,421,000 bd. ft.
in March.
It is not possible to forecast whether or not the rate of
production established during the first quarter can be
maintained for the entire year, Lumber Division officials
stated, since the log supply is dependent on numerous
factors; labour and equipment, the most important ones,
are already curtailed in comparison with peacetime stand-
ards and additional shortages are to be expected.
ATLANTIC SEADROMES
From Trade and Engineering (London ) June, 1943
The Pennsylvania Central Air Lines and associated
organizations recently filed a formal application with the
United States Civil Aeronautics Board for permission to
establish "seadromes" across the Atlantic between the
United States and Great Britain in order to provide America
with bases at convenient distances apart and thus provide
for air travel along the shortest, fastest and most economical
air route between the two countries.
The plan is to establish a seadrome every 800 miles.
The landing surface will be 70 ft. above the ocean, and the
seadromes will have a draught of 180 ft. and weigh approx-
imately 64,000 tons. It is claimed that this construction
will make the seadromes as steady as a land base, un-
influenced by waves or rollers because of their enormous
draught. Somewhat similar schemes put forward in this
country proposed to have the landing platform at the top
of a number of huge vertical cylinders, the principle being
that waves running up and down the cylinders would not
affect the structure as a whole.
When the application was filed to the C.A.B., officials of
the Pennsylvania Central Air Lines stated that construction
would begin as soon as the steel was available, which
presumably means after the war. They claimed that the
American Bureau of Shipping had expressed approval of
their seadrome, which was designed and developed in
Philadelphia. Mr. Bevell Munro, president of the air lines
company, stated that the company sought no monopoly and
that the seadrome route would be made available to air
lines of any other nation. An important point, he added,
was that these seadromes would make it possible for
landplanes such as those now in use to fly the Atlantic
easily and economically. To operate air transport service's
between America and Europe with any semblance of
economic sanity the flight distance without refuelling
could not exceed trie definite limits which applied to
overland flying and, without bases permitting refuelling
within those limits over ocean airways, air transport could
not hope to attain a fraction of the value to commerce
and industry that an economically sound, self-supporting
air service could render. Each seadrome would provide
complete airport and hotel facilities, so that passengers
could spend a holiday on them.
There is nothing new in the idea of having seadromes
anchored at convenient distances apart across the Atlantic.
From time to time similar proposals have been put forward,
and but for the war one scheme would very probably have
been carried out. Responsible authorities regard the pro-
posal as thoroughly practicable. If the seadromes could be
provided within a short period of the cessation of hostilities
no doubt British air lines would welcome the facilities for
they would enable air transport services to be run to and
from the United States with such types of aircraft as would
he immediately available.
420
July, 1943 THE ENGINEERING JOURNAL
POWDER METALLURGY
From Engineering (London, Eng.), March 26. 1943
Refractory Metals
Further examples of circumstances in which it is more
convenient or better, to use the powder-metallurgy tech-
nique than casting are afforded by refractory metals such
as tungsten, molybdenum, tantalum, platinum, etc. All
these materials can be cast, but it is an expensive and
difficult technique in view of the high melting points, and
in many cases the cast product is certainly not so satis-
factory as that made from powders. It is particularly
interesting to note that platinum has been worked up by
powder metallurgy from the very earliest days and the
details of the process were described by Wollaston in 1829.
Tungsten metallurgy is a typical example of powder
metallurgy applied to the refractory metals. The tungsten
powder, having very carefully controlled chemical and
physical qualities, is reduced from the oxide by heating in
hydrogen. The powder is pressed under hydraulic presses
into bars from 8 to 24 in. in length and normally 1 cm.
square in cross section. Additions of paraffin to the powder
may be made to assist the pressing operation and improve
the green strength of the compact. Next, the bar is pre-
sintered in hydrogen at 900 deg. to 1,100 deg. C, for half
an hour. This treatment is given purely to increase the
strength sufficiently to permit of manual handling for the
next stage, which is the final sintering operation. This
operation is conducted by mounting the bar between water-
cooled contacts in an atmosphere of hydrogen, and alter-
nating current is passed through it sufficient in intensity
to raise the temperature nearly to the melting point. A
normal bar requires a current of some 2,100 amperes at 10
to 15 volts for a period of about 30 minutes. The tempera-
ture is controlled by regulation of the wattage employed.
During sintering, shrinkage to the extent to about 17 per
cent occurs. After sintering, the bar is strong, but very
brittle, and cannot be deformed at room temperature with-
out fracture. It can, however, be manipulated in the
neighbourhood of 1,300 deg. C, and is, in fact, subsequently
brought down to the dimensions of a wire by hot swaging
at these temperatures. Other complicated mechanical and
thermal processes follow to produce the remarkable single
crystal "coiled-coil" electric-lamp filament which is so
familiar.
General experience gained with powder metallurgy, and
in particular with refractory metals, has shown that it is a
technique which is particularly suitable for the working up
and consolidating of metals in mass -(as distinct from the
manufacture of articles). Over the normal processes of
smelting and casting, powder metallurgy shows several
advantages; in particular it is possible to control com-
positions with precision, it frequently permits of the pro-
duction of purer metals, it obviates casting defects such as
blow-holes, inclusions, etc., it allows control over grain size
and shape which cannot be approached by casting, and
last, but not least, frequently introduces a considerable
saving in power and labour expenditure. These advantages
are familiar to the workers in refractory metal, but are only
just beginning to be appreciated by the metallurgist handl-
ing the everyday metals, iron, nickel, copper, etc. It is
interesting to speculate whether the metallurgy of the
commoner metals will become powder metallurgy. There
are indications that this is taking place and one recent
example is the coalescence process for copper, which is
powder metallurgy pure and simple, and inasmuch as the
product appears to have improved qualities with respect
to electrical conductivity, ability to absorb cold, and free-
dom from casting defects, it is a technique which is likely
to develop and extend in the future.
Irox Parts
Consideration will next be given to the field of powder
metallurgy in which, apart from other reasons and advan-
tages, it is actually a cheaper technique than most methods.
This field is best illustrated by the manufacture of a number
of various small iron parts which is being undertaken on a
considerable scale in America. Saving in manufacturing
costs by using powder metallurgy is mainly achieved at the
present time in cases in which the die and the metal-powder
costs can be more than offset by the production of large
numbers of parts in which, normally, a considerable amount
of skilled machining is required. The iron parts referred to
are more or less non-porous, or have a low porosity, and
are not to be considered as bearing materials, although they
are frequently given self-lubricating properties by oil
impregnation or the addition of graphite. Typical of such
parts are a tappet from a washing machine, a part from a
push-button radio tuner, a part in a dictating machine, a
"non-squeaking" part from a motor-car window winder,
and a motor-car oil-pump gear wheel. This last item is a
remarkable achievement and has received considerable
publicity. It is a small gear used to circulate the oil in a
General Motors car. The gear teeth must be true involute
curves and accurately formed to avoid noisy operation or
binding. In the past it has been machined from a cast
blank at considerable expense. The powder-metallurgy pro-
duct is in every way superior and cheaper. A large number
of advantages have been cited in its favour, but it will
suffice to mention the facts that machining is dispensed
with and waste of raw material avoided, moreover, the
gear has a more accurate contour and better surface finish
and is therefore more silent in operation.
Iron parts of this type are manufactured much on the
lines used for the porous bronze bearings. Similar presses
can be used, but the pressures are higher, namely, from 30
tons to 40 tons per sq. in. Sintering furnaces are similar,
and the sintering temperature is in the region of 1,100
deg. C. Furnaces fitted with roller hearths, or wire-mesh
conveyor belts, are employed. The sintering time is from
20 minutes to 40 minutes in an atmosphere of dried, par-
tially-combusted hydrocarbon gas. There is, generally, a
slight shrinkage during sintering amounting to x/l to 3 per
cent. In most cases the pieces are sized after sintering;
generally cold, but in some cases hot, at 400 to 500 deg. C.
Iron parts made in this manner have been produced
experimentally with tensile strengths exceeding 50 tons per
sq. in., but the qualities of iron powder at present com-
mercially available, and bearing in mind that wear on the
dies increases with pressing pressure, it is not customary to
exceed a tensile strength of 9 to 15 tons. These parts can,
therefore, be regarded as having properties very similar to
those of ordinary cast-iron. As commercial experience is
gained it will become possible to make use of the results of
laboratory investigations in which higher pressures and
alloy-steel powders have been employed.
Hot Pressing
Finally, something must be said about hot pressing as a
powder-metallurgy technique. In this method, pressure is
applied to the powder while it is cold, and the cold-com-
pressed compact is heated up and then pressed again while
it is hot. The method can be worked out in several ways,
and techniques involving hot forging or hot extrusion can
be adopted. So far, however, the method has received little
industrial attention. I have examined a wide variety of
alloys prepared from powders by this technique, and find
that it not on^ combines all the advantages usually asso-
ciated with powder metallurgy, but, in addition is capable
of giving compacts having excellent mechanical properties;
in some cases these are superior to those of the cast article.
These results have been published in detail, and it will be
sufficient to state here that with an ordinary cast-iron,
tensile strengths of 36 tons per sq. in., and with bronzes,
tensile strengths in excess of 23 tons per sq. in., combined
with an elongation in excess of 75 per cent, have been
secured.
THE ENGINEERING JOURNAL July, 1943
421
From Month to Month
THE PRESIDENT VISITS QUEBEC BRANCHES
The second chapter of the story of President Cameron's
tour of the branches was written in the province of Quebec
during the month of June. This time the branches of
Quebec, Saguenay and St. Maurice Valley were visited, in
addition to which a regional meeting of Council was held
in Quebec.
There were several features not always found in a presi-
dent's tour. Chief among these was the boat trip from
Quebec to the Saguenay and return. This was a very
pleasing experience, combining a vacation atmosphere with
a practical method of overcoming the transportation and
hotel congestion associated with Arvida. On this trip, the
president and Mrs. Cameron were accompanied by Past
Vice-president Eric Muntz and Miss Peggy Muntz, Past
President A. R. Décary, Vice-president Hector Cimon, the
general secretary and the assistant general secretary.
On Saturday the 19th, a Council meeting was held at the
Château Frontenac, followed by a luncheon meeting with
the branch over which Branch Chairman René Dupuis
presided. Later in the afternoon, the president examined
the building and equipment for the Faculty of Science of
Laval University, under the guidance of René Dupuis,
director of the department of electrical engineering, and
chairman of the branch.
Early Sunday morning the party "left by boat for Bagot-
ville, and on Monday morning, again early, motored to
Arvida.
Using the delightful Saguenay Inn as a base, the party
visited many parts of the city. The afternoon was devoted
to an examination of the power development at Shipshaw,
an enterprise so huge in conception, and so far flung in
execution, that the mind has difficulty in grasping it.
In the evening a dinner meeting was held with the branch.
Although there was no head table, the meeting was
"chaired" by R. H. Rimmer, chairman of the branch. The
members of the president's party were set one at each of
the other tables — an excellent idea. About eighty were in
attendance.
The party returned late that night to Bagotville, and
again boarded ship for the return trip to Quebec next day,
arriving there in the early evening of Tuesday.
On Wednesday morning, the president and general secre-
tary paid a visit to A. 0. Dufresne, president of the Cor-
poration of Professional Engineers of Quebec, at his office
in the Parliament Buildings. With Mr. Dufresne was J. 0.
Martineau a councillor of the Corporation.
In the afternoon, officers of the Quebec Branch drove the
party to Three Rivers for the meeting with the St. Maurice
Valley Branch. En route a delightful diversion was afforded
by a short visit to the summer home of Past President
Décary at Batiscan, where the house still standing intact
and in full use was built in 1660.
At Three Rivers in the late afternoon, the plant of the
Canada Iron Foundries was visited by all those attending
the branch meeting. This plant is engaged largely in manu-
facturing marine engines for medium sized freighters. It
was interesting to see so much of the work done in one
shop, including the massive castings for the base. The shop
afforded an excellent demonstration of the ingenuity of
man in the adaptation of old machines to new purposes.
After the inspection, the group of almost ninety gathered
at the St. Maurice Hotel for dinner, under the chairmanship
of J. H. Frégeau. Besides the president, the speakers pro-
gramme included Past President Dc'cary, Past Vice-
president H. O. Keay and the general secretary.
It was a real pleasure for everyone to see F. X.T. Berlin-
guet, one of the oldest — if not the oldest — member of the
Institute who is now in his 89th year. He joined the
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
Institute in 1887 as an Associate Member. He is in splendid
health and still practising his profession as a consulting
engineer, and surveyor.
On Thursday 24th, the party returned by train to
Montreal and Ottawa. In the large attendances at these
meetings and the cordiality in evidence everywhere, can
be seen the accumulated effects of the long series of visits
of successive presidents. It is to be hoped that nothing will
ever interfere with these tours, because they do so much
to bind together the branches, and to stimulate activities
everywhere.
TENTATIVE PROGRAMME FOR JOINT
ASME-EIC MEETING
As we go to press, some of the details of the programme
for the joint meeting with The American Society of Mechani-
cal Engineers have just been worked out and it is now
possible to give the topics which will be discussed during
the professional sessions in Toronto.
Instead of breaking down the programme into several
concurrent technical meetings, it was thought advisable to
hold six main sessions dealing with the principal problems
of mechanical engineering as related to the war. For this
reason it was found necessary to extend the meeting at
least another half day, so that the dates are now Septem-
ber 30th, October 1st and 2nd.
The meeting will open on Thursday morning with a ses-
sion on STEAM POWER. Discussion will bear on the
changes in steam generation principles — particularly in
marine equipment — brought about by the war and their
resultant effect on power generation in the future. Mr. E. G.
Bailey, vice-president of Babcock & Wilcox, New York,
will be the speaker from the American Society.
At luncheon on that day the speaker will be Brigadier-
General John K. Christmas, deputy chief, Tank Automotive
Centre, Detroit Ordnance Department, United States Army.
The afternoon session will be devoted to the discussion
of TRANSPORTATION problems. It is expected that the
Canadian speaker will give a broad economic treatment of
the Canadian railway problem, whereas the speakers from
the United States will deal with railroad and air transporta-
tion equipment developed during wartime and the effect
of such developments on peace-time transportation.
Instead of planning any social function for Thursday
evening, it was thought advisable to hold another profes-
sional session at 8 p.m., at which time there will be a
discussion on POST-WAR PLANNING, thus giving an
opportunity to those members who could not attend during
the day, to participate in the discussion of this important
subject. It is intended to describe the necessary components
of post-war planning by government and industry, and the
need for co-ordination between these components as well
as the limits of their respective fields. The presentation
of the American point of view will be made by Ralph E.
Flanders, past-president of The American Society of
Mechanical Engineers; chairman, Committee on Economic
Development; and president of Jones & Lamson Machine
Company, Springfield, Vt.
The morning session on Friday will be given over to a
discussion on CONSERVATION OF MATERIALS. A
description will be given of the steps taken to achieve con-
servation through modification of design and substitution
of less critical materials and a discussion will take place-
on the relative merits of different methods of fabrication,
e.g., forging versus casting, versus welding. Mr. II. Coonley,
chairman, Conservation Division, War Production Board,
422
July, 1943 THE ENGINEERING JOURNAL
Washington, D.C., has already agreed to take part in this
symposium.
It is expected that the luncheon speaker on that day will
be a Canadian engineer prominent in the organization of
war production. The Friday afternoon session will be de-
voted to a discussion of MANPOWER UTILIZATION,
with particular reference to the steps taken by industry
and government in establishing policies in training, upgrad-
ing and substitution. The American speaker will be
Lawrence A. Appley, deputy director, War Manpower
Commission, Washington, D.C.
As mentioned elsewhere, the dinner speaker on Friday
night will be William L. Batt.
On Saturday morning, October 2nd, there will be a tech-
nical session devoted to PRODUCTION ENGINEERING.
Prominent speakers from both the United States and
Canada will give summaries of outstanding contributions
of production engineering, particularly in ordnance and
aircraft manufacturing.
W. L. BATT TO BE GUEST SPEAKER
As a feature of the joint meeting to be held in Toronto
on Thursday, September 30th and Friday, October 1st,
between The American Society of Mechanical Engineers
and The Engineering Institute of Canada, Dr. W. L. Batt,
vice-chairman of the War Production Board and past-
president of The American Society of Mechanical Engineers
will be the speaker at the dinner on the Friday night. Mr.
Batt is one of the outstanding engineers in North America,
and almost since the outbreak of the war has been doing
special work for the government of the United States at
Washington. He is president of the S.K.F. Industries Inc.
RECRUITING BY CIVILIANS
In the early days of the war the Institute received
frequent requests for assistance in recruiting personnel for
the active services. Sometimes these requests were for one
person; other times for a substantial number. Since the
creation and recognition of the Wartime Bureau of Techni-
cal Personnel such inquiries have gone there, as was natural.
Doubtless during the same period other organizations
received similar requests. It would be interesting to know
if any of them were asked to aid in recruiting below the
professional level. It seems that in the United States there
has been a greater effort to utilize the service of those
groups which employed or supervised the technical and
artisan groups. It has been disclosed that through civilian
organizations many thousands of individuals have been
"steered" into the service units where their special training
could be used to advantage.
The following account which has been taken from the
Engineering News-Record of June 10th, indicates the
splendid support which engineers and contractors are giving
the army. Such co-operation between the military and the
civilian should do much towards solving each other's related
problems, by uncovering for the' army the types of men it
requires, and yet preserving for the industry those persons
who are reasonably essential to it.
NEW YORK CONTRACTING ORGANIZATIONS
SPONSOR ARMY RECRUITING DINNER
Large dinner held in New York to aid Army engineers in recruiting
men from the construction industry for construction regiments
Over fifteen hundred contractors and engineers from the
New York Metropolitan district gathered for dinner in the
ball room of the Commodore Hotel in New York on June 3
to honour Major General Eugene Reybold, chief of engi-
neers, U.S. Army. The dinner had been arranged to assist
the Army engineers in their campaign to recruit 100,000
men from the construction industry of this country for the
general service and special service regiments that the army
now is raising for sendee abroad. John P. H. Perry, vice-
president, Turner Construction Co., acted as toastmaster.
James W. Escher, president, Metropolitan Builders Asso-
ciation, in outlining the purpose of the dinner, said that he
hoped it would be but the first of many such dinners to be
held across the country under sponsorship of the A.G.C.
and like organizations.
Recruiting Well Started
Brig. Gen. B. C. Dunn, division engineer of the North
Atlantic Division, stated that 2,200 men already had been
recruited in that division and that the high caliber of the
men received had been the subject of comment from the
units to which they were assigned.
The units now being organized by the army are for con-
struction overseas. Men between the ages of 18 and 50
who are physically fit for overseas duty are accepted. Men
skilled in construction trades are desired, but young men
lacking these skills will be given training at Camp Claiborne,
La., and elsewhere.
Most of the enlisted men in general service regiments
have ratings above that of the private, there being less than
200 privates among the 1,200 men in a general service
regiment. Officers are drawn in large part from the con-
struction industry.
Construction Moves Abroad
Construction for the Army, said General Reybold, has
shifted from this country, where it could be done by
civilian contractors, to foreign fields, where it must be done
by men trained and equipped to defend themselves in case
of attack if that becomes necessary. During -the period of
intensive construction in this country, many men of draft
age on construction jobs were given deferment. Now they
are being released and it is hoped that the skills that they
have developed can be made of most use by getting them
into the construction regiments that are being organized.
To that end, a plan has been worked out whereby, through
voluntary induction, men between 18 and 38 can be assured
of assignment to such regiments. Men desiring such assign-
ment, General Reybold said, should apply to local division
or district offices of the Corps of Engineers where they will
be interviewed and given letters to their local draft boards
asking their assignment to engineer units if they apply for
induction before their numbers come up. Men up to 50
with construction skills may enlist through regular recruit-
ing channels.
General Reybold said that it would be a tragic mistake
to let these men get into army units where their construc-
tion skill could not be used to best advantage when men
with such skills are badly needed in prosecution of the war.
He observed also that both the men themselves and the
construction industry generally would gain by a plan that
would keep these men in shape for the construction jobs
that lie ahead in the post-war period.
NEXT ANNUAL MEETING IN QUEBEC
At the regional meeting of the Council held in Quebec
city, on June 19, an invitation from the Quebec Branch to
hold, the next annual meeting of the Institute in that city
was accepted.
The last time the annual meeting was held in Quebec was
in 1927, when Dr. A. R. Décary was president of the Insti-
tute. Memories of the brilliant functions which marked the
occasion are still vivid in the minds of those who were present.
Under present conditions the social features of the next
meeting will necessarily be reduced to the minimum and
attention will be directed to the discussion of the problems
connected with the war.
It is hoped that many members of the Institute will be
able to get away from their work for a few days in order to
meet and discuss their common problems with their con-
frères, at the same time enjoying the charm of the ancient
city and the traditional "hospitalité québécoise".
The dates are February 10th and 11th, 1944, and the
headquarters for the meeting will be the Château Frontenac.
THE ENGINEERING JOURNAL July, 1943
423
THE ENGINEERING INSTITUTE OF CANADA
PRIZE AWARDS 1943
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 determined
by the appropriate authority in each school or university
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 1943:
Nova Scotia Technical College Robert Bernard Wilcox
University of New Brunswick Sydney Eugene Acker, s.e.i.c.
McGiH University Donald Robertson Brown, s.e.i.c.
Ecole Polytechnique Jacques Miron, s.e.i.c.
Queen's University Jack Willsie Kirk
University of Toronto Robert Harvey Aspinall
University of Manitoba Douglas J. Roy
University of Saskatchewan James Anthony Wheat
University of Alberta No award
University of British Columbia Stanley James Beaton
Laval University Lionel Boulet, s.e.i.c.
Royal Military College of Canada. .No award — regular course dis-
continued during the war.
RECENT GRADUATES IN ENGINEERING
Congratulations are in order to the following Junior and Students
of the Institute who have completed their courses at the various
Universities:
McGILL UNIVERSITY
HONOURS, MEDALS AND PRIZE AWARDS
Anderson, James Douglas, Lunenburg, N.S., B.Eng. (Mech.); Univer-
sity Scholar; British Association Medal; Honours in Mechanical
Engineering; The Jenkins Brothers Limited Scholarship, June, 1942.
Bernstein, Saul, Montreal, Que., B.Eng. (Mech), University Scholar;
Honours in Mechanical Engineering.
Freeman, Paul Ora, Toronto, Ont., B.Eng. (Ci.) J The Engineering
Undergraduates' Society's Second Prize for Summer Essay.
Hobson, William, Montreal, Que., B.Eng. (Elec); Honours in Elec-
trical Engineering; Montreal Light, Heat and Power Consolidated.
Second prize.
Killam, Robert Bradbury, Yarmouth, X.S., B.Eng. (Mech); Honours
in Mechanical Engineering.
DECREE OF BACHELOR OF ENGINEERING
Allen, James Lawrence, McConnell, Man. (Mech.).
Backer, George Ernest, Grand' Mère, Que. (Mech.).
Baker, Donald Blair, Summerside, P.E.I. (Mech.).
Baker, Maxwell Clifford, Botwood, Nfld. (Ci.).
Berry, Arthur Herbert, St. Lambert, Que. (Mech.).
Blakely, Nelson Wesley, Winnipeg, Man. (Mech.).
Bloom, Charles Abie, Montreal, Que. (Mech.).
Burgess, Basil Arthur, Montreal, Que. (Mech.).
Charton, Herman, Verdun, Que, (('hem).
Cohen, Peter Zelig, Outremont, Que. (Mech.).
Covo Stramba, Pedro Victor, Montreal, Que. (Mech.).
Cyr, William Henry, Grande Ligne, Que. (Mech.).
Freeman, John Edward, Iroquois Falls, Ont. (Mech.).
Garceau, Gilles, Shawinigan falls, Que. (Mech.).
Gareau, Léo Eugène Arthur, Outremont, Que. (Elec).
Gold, Manuel Theodore, Outremont, Que. (Mech.).
Howe, Lloyd George, Calgary, Alta. (Mech.).
Kennedy, Lowell Keith, Southport, P.E.I. (Mech.).
Klein, Max, Montreal, Que. (Chem.).
Leonards, Gerald Allen, Montreal, Que. (Ci.).
Matthews, Clair Robert, Danville, Que. (Mech.).
Miller, Zavie, Outremont, Que. (Mech.).
Norton, Harold Arthur, Montreal, Que. (Ohcm.).
Ritchie, Ross Alfred, Chateauguay Heights, Que. (Mech.).
Roche, Maurice John, Flin Flon, Man. (Chem.).
Sheinberg, Sydney, Montreal, Que. (Mech.).
Stewart, James Johnston, Montreal, Que. (Ci.)
Tétrault, Robert, Montreal, Que. (Elec).
Wein, Harry Garrick, Outremont, Que. (Ci.).
Woods, Jack Myei, Montreal, Que. (Chem.).
B.Sc.A. (mécanique-électricité),
B.Sc.A. (mécanique-électricité),
B.Sc.A. (mécanique-électricité),
d'Argent de l'Association des
B.Sc.A. (mécanique-électricité),
de Bronze de l'Association des
ECOLE POLYTECHNIQUE
DISTINCTIONS ET PRIX
Gaudreau, Marcel, Montréal, Que., B.Sc.A. (mécanique-électricité),
I.C., avec grande distinction. Médaille de Son Exe. le Lieutenant-
Gouverneur de la Province. Médaille d'or de l'Association des
Diplômés de Polytechnique.
Labrosse, Fernand, Montréal, Que.,
I.C., avec distinction.
Auger, Roland, Outremont, Que.,
I.C., avec distinction.
Salvas, Paul-Emile, Montréal, Que.,
I.C., avec distinction. Médaille
Diplômés de Polytechnique.
Leroux, Florian, Outremont, Que.,
I.C., avec distinction. Médaille
Diplômés de Polytechnique.
Audet, Henri, Outremont, Que., B.Sc.A. (mécanique-électricité), I.C.,
avec distinction.
Baribeau, Benoit, Pointe-Gatineau, Que., B.Sc.A. (chimie industrielle),
I.C., avec distinction.
Brunette, Charles-Edouard, Montréal, Que., B.Sc.A. (chimie indus-
trielle), I.C., avec distinction.
Joubert, Maxime, St-Lambert, Que., B.Sc.A. (mécanique-électricité),
I.C. Médaille de Bronze de l'Association des Diplômés de Polytech-
nique.
Quintal, Robert, Montréal, Que., B.Sc.A. (travaux publics — bâti-
ments), I.C. Prix Ernest Cormier.
Douville, Paul-Emile, Montréal, Que., B.Sc.A. (chimie-industrielle),
I.C. Prix de la Cinquantième Promotion de l'Ecole Polytechnique.
DEGRÉ DE BACHELIER ES SCIENCES APPLIQUEES ET
DIPLOME D'INGÉNIEUR CIVIL
Boyd, Robert, Montréal, Que. (mécanique-électricité).
Grondines, .1. Léon, Montréal, Que. (mécanique-électricité).
Trudeau, Jean, Montréal, Que. (mécanique-électricité).
Le Brun, Hubert, Montréal, Que. (mécanique-électricité).
Magnan, Maurice, Montréal, Que. (mécanique-électricité).
Pageau, Marcel, Ville La Salle, Que. (mécanique-électricité).
Laroche, Jean-Luc, Montréal, Que. (mécanique-électricité).
Ménard, Jean, Montréal, Que. (mécanique-électricité).
Madore, Paul-René, Montréal, Que. (mécanique-électricité).
('adieux, Jean, Montréal, Que. (mécanique-électricité).
Lavallée, Jean-Charles, Montréal, Que. (mécanique-électricité).
Thibault, Bernard, Montréal, Que. (mécanique-électricité).
Turgeon, Maurice, Montréal, Que. (mécanique-électricité).
La verdure, Conrad, Montréal, Que. (mécanique-électricité.)
Lebel, Marcel, Montréal, Que. (travaux publics — bâtiments.)
Mousseau, François, Montréal, Que. (travaux publics — bâtiments).
Thauvette, Laurent, Yaudreuil, Que. (travaux publics— bâtiments).
Sansfaçon, Jacques, Montréal, Que. (travaux publics — bâtiments).
Shooner, Jacques, Montréal, Que. (travaux publics — bâtiments).
Vaillancourt, Rosaire, Montréal, Que. (travaux-publics — bâtiments).
Pépin, Maurice, Longueuil, Que. (travaux publics — bâtiments).
Chadillon. François, Montréal, Que. (chimie industrielle).
UNIVERSITY OF ALBERTA
HONOURS AND PRIZE AWARDS
Campbell, Donald Kilgour, Edmonton, Alta., B.Sc. (Ci.), The Webb
Memorial Student Paper Competition (Second).
Miller, Walter Andrew, Edmonton, Alta., B.Sc. (Ci.); First Class
General Standing in Applied Science; The H.R. Webb Memorial
Prize offered by the Association of Professional Engineers of Alberta
in Civil Engineering.
DEGREE OF BACHELOR OF SCIENCE
Casault, Joseph McGill, Edmonton, Alta. (Ci I.
fish, Arthur William, Peace Riycr. Alta. (Ci.).
Hannah, Merwin Russell, Halifax, VS. (Elec).
Margrave, Arthur Ralph Carlton, Red Cliff, Alta. (Ci.).
Hislop, Richard II., Edmonton, Alta. (Ci.).
McPherson, John Donald Perrin, Edmonton, Alta. (Ci.)
Morrison, Lloyd Fletcher, Cowley, Alta. (Ci.).
Poole, George Ernest, Edmonton, Alta. (Ci.).
Samuel, Albert Benjamin, Banff, Alta. (Ci.).
Simpson, Jack Lloyd. Edmonton, Alta. (Ci.).
Smith, Leroy Elsworth, Edmonton, Alta. (Ci I,
Wilkins, Ernest Bertram, Lethbridge, Alta. (Ci.).
Willson, Bruce Franklin, Edmonton, Alta. (Ci.).
UNIVERSITY OF TORONTO
HONOURS
Archibald, Iluestis Everett, Toronto, Ont., B.A.Sc. (Ci.); Honours in
Civil Engineering
Maclean, Donald Gordon, Toronto, Ont., B.A.Sc (Ci); Honours in
Civil Engineering.
Muller, Richard Alfred, Toronto, Ont., B.A.Sc. (Engrg. Physics);
Honours in Engineering Physics.
424
July, 1943 THE ENGINEERING JOURNAL
Scott, Ronald Edwin, Toronto, Ont., B.A.Sc. (Engrg. Physics);
Honours in Engineering Physics.
Telford, Robert Brown, Toronto, Ont., B.A.Sc. (Ci.) ; Honours in Civil
Engineering.
DEGREE OF BACHELOR OF APPLIED SCIENCE
Allin, Arthur Daniel, Toronto, Ont. (Ci.).
Ashton, Hugh Williams, Toronto, Ont. (Chem.).
Bessant, William Edward, Toronto, Ont. (Chem.).
Curzon, David Macklem, Guelph, Ont. (Ci.).
Dyke, John Morley, Toronto, Ont. (Mech.).
Hamlin, Donald Latham Blacker, Toronto, Ont. (Ci.).
Hibbard, David Ernest, Toronto, Ont. (Ci.).
Love, John Gordon, Toronto, Ont. (Ci.).
Mackenzie, Arthur Drury, Toronto, Ont. (Ci.).
MacVannel, Duncan Pyne, Toronto, Ont. (Mech.).
Near, Frank Manning, Toronto, Ont. (Ci.).
Oldreive, Donald Drake, Toronto, Ont. (Ci.).
Onasick, Peter, Toronto, Ont. (Ci.).
Smith, Claude Harry Mortimer, Oshawa, Ont. (Ci.).
Smith, Peter Douglas, Toronto, Ont. (Elec).
Tod, James Alexander, Newmarket, Ont. (Ci.).
Weller, Robert Charles, Toronto, Ont. (Ci.).
Zimmerman, George Douglas, Toronto, Ont. (Chem.).
DEGREE OF MASTER OF APPLIED SCIENCE
Beaupré, Bernard, Montreal, Que., B.Sc.A.
DEGREE OF METALLURGICAL ENGINEER
Beard, George Francis, B.A.Sc, Toronto, Ont.
QUEEN'S UNIVERSITY
DEGREE OF BACHELOR OF SCIENCE
Blackett, Robert Leslie, Moncton, N.B. (Chem.).
NOVA SCOTIA TECHNICAL COLLEGE
HONOURS, MEDALS AND PRIZE
Bowes, William Henry, Halifax, N.S., B.Eng. (Mech.); Governor-
General's Medal; Association of Professional Engineers of Nova
Scotia, Prize.
Eisenhauer, Martin Albert, Lunenburg, N.S., B.Eng. (Mech.);
Honours in Mechanical Engineering; Alumni Medal.
Vail, Gilbert Frank, Sydney, N.S., B.Eng. (Elec); Honours in Elec-
trical Engineering.
DEGREE OF BACHELOR OF ENGINEERING
Clark, Frederick Hubert, St. John's, Nfld. (Mech.).
Edwards, George Robert, Halifax, N.S. (Elec).
Foley, Maurice Aloysius, Halifax, N.S. (Mech.).
Foster, John Stanton, Halifax, N.S. (Mech.) .
Haliburton, George MacDonald, Halifax, N.S. (Mech.).
Janigan, George Gregory, Halifax, N.S. (Mech.).
Langille, Lorimore Leon, Lunenburg, N.S. (Mech.).
MacDougal', Lome Wells, Ellerslie, P.E.I. (Ci.)
Marshall, Herbert Ansley, Dartmouth, N.S. (Mech.).
Tulk, Egbert Gordon, Halifax, N.S. (Elec).
UNIVERSITY OF SASKATCHEWAN
DEGREE OF BACHELOR OF SCIENCE
Bing-Wo, Reginald, Regina, Sask. (Ci.).
Kennedy, Thomas Vernon, Unity, Sask. (Ci.).
Leeper, Robert Patrick, Vancouver, B.C. (Mech.).
Mikkelborg, Gordon Hodgson, Zealandia, Sask. (Mech.).
McLeod, George Carroll, Plato, Sask. (Ci.).
Thompson, Charles Meryin, Regina, Sask. (Ci.).
UNIVERSITY OF NEW BRUNSWICK
SCHOLARSHIP AND MEDAL
Loane, George Herbert, Campbellton, N.B., B.Sc (Elec);
The Brydone-Jack Memorial Scholarship for the highest standing in
fourth year Electrical Engineering.
MeFarlane, Howard William, Fredericton, N.B., B.Sc» (Ci.);
The Ketchum Silver Medal for the highest standing in fourth year
Civil Engineering.
DEGREE OF BACHELOR OF SCIENCE
Cole, Robert Arnold, Ottawa, Ont. (Elec).
Downman, Bernard Hugh, Westmount, Que. (Elec).
Gerrard, James Herbert, Fredericton, N.B. (Ci.).
Heinze, Laurence Sherwood, Fredericton, N.B. (Ci.).
Hubbard, Frederick Wilmot, Fredericton, N.B. (Elec).
Long, Ludovic Andrew, Albertine, N.B. (Elec).
Marr, Ralph Burton, Fairville, N.B. (Elec).
Morehouse, Rupert Henry, Fredericton, N.B. (Ci.).
Mundee, Lawrence Sterling, West Saint John, N.B. (Elec).
Macdougall, Douglas Keith, Fredericton, N.B. (Ci.).
April 27th, 1943.
MacMillan, John Daniel, Campbellton, N.B. (Ci.).
Macnab, Edward Nelson, Montreal, Que. (Elec).
McDermott, Arthur Gregory Paul, Saint John, N.B. (Elec).
McElwain, Donald Melvin, Fredericton, N.B. (Ci.).
McLaughlin, Robert Hugh Benson, Fredericton, N.B. (Ci.).
Rogers, John Douglas, St. Stephen, N.B. (Elec).
Ross, Gordon William, Peterborough, Ont. (Elec).
Smith, Robert Rudolph, Fredericton, N.B. (Ci.).
Watt, John Simmons, Ottawa, Ont. (Ci.).
UNIVERSITY OF MANITOBA
MEDALS
Chambers, Joseph Byng, Killarney, Man., B.Sc. (Elec); University
Gold Medal.
Hink, Anthony Albert, Winnipeg, Man., B.Sc. (Ci.); University Gold
Medal.
DEGREE OF BACHELOR OF SCIENCE
Bolton, Gerald Henry, Winnipeg, Man. (Ci.).
Cosman, Ernest, Winnipeg, Man. (Ci.).
Dahl, Henry Lewis, Winnipeg, Man. (Elec).
Farish, Frank John, Winnipeg, Man. (Ci.).
Francis, James Scott, Winnipeg, Man. (Elec).
Glenn, Clayton Holly, Winnipeg, Man. (Elec).
Jeske, Robert August, Winnipeg, Man. (Elec).
Keay, William Logan, Winnipeg, Man. (Ci.).
Lindsay, Colin, Winnipeg, Man. (Elec).
Morison, George Alfred, Winnipeg, Man. (Ci.).
Morris, Walter Victor, Winnipeg, Man. (Ci.).
Muirhead, Charles Randolph, Winnipeg, Man. (Elec).
Orloff, Irving, Winnipeg, Man. (Ci.).
Sawyer, John Edward Benjamin, Winnipeg, Man. (Ci.).
Shane, Walter Roulston, Winnipeg, Man. (Elec).
Swarek, Martin, Winnipeg, Man. (Elec).
Termuende, John Edward, Montreal, Que. (Elec).
Tivy, Robert Harrison, Winnipeg, Man. (Elec).
Waldron, John Ross, Winnipeg, Man. (Elec).
Whaley, Claire Edward, Winnipeg, Man. (Elec).
CORRESPONDENCE
Alaska Highway
To the Editor,
Engineering Journal,
Dear Sir,
Relative to General Sturdevant's address on the Alaska
Highway which is printed in the March issue of The
Engineering Journal, it is of interest that about 1930 the
late Colonel William Mitchell of the U. S. Army discussed
with the writer his idea of a chain of airfields and a highway
to Alaska from Edmonton, which was based on information
he obtained from Klondyke miners which came in by that
route while he was with the Signal Corps of the U. S. Army
in Alaska. The existing airfield at Peace River was to be the
first of the chain, and the highway was to start from the
railhead of the Central Canada Branch of the Northern
Alberta Railways which was north of the Peace River.
The Alaska Highway as built follows Colonel Mitchell's
plan substantially, except that it starts from Dawson
Creek the railhead of the Northern Alberta Railways on
the south side of the river instead of from Hines Creek the
railhead on the north side of the river as planned by Mitchell.
This starting from Dawson Creek makes it necessary to
cross the Peace River at Fort St. John, and this crossing is
one of the major difficulties of the Alaska Highway. The
Peace River at this point is wide and it is subject to ice
troubles and to floods which may reach 300,000 cu. ft. per
sec. Mr. MacDonald, U. S. Commissioner of Highways, has
stated that the crossing will be by an 1,800 ft. suspension
bridge. But this will require much time and critical material,
and furthermore the plateaux on which the highway is
located are 800 to 900 ft. above the river at this point; and
experience in northern Alberta is that such approach grades
and cut bank locations usually require extensive main-
tenance. It might be well to consider building a highway
from the railhead on the ?iorth side of the river, as planned
by Mitchell, to connect with the highway already built north
from Fort St. John. A pack trail has been operated over this
route for many years.
W. L. WATERS, M.E.I.C,
Consulting Engineer,
New York, N.Y.
THE ENGINEERING JOURNAL July, 1943
425
REGIONAL MEETING OF COUNCIL
A regional meeting of the Council of the Institute was
held at the Château Frontenac, Quebec, on Saturday, June
19th, 1943, at nine forty-five a.m.
Present — President K. M. Cameron (Ottawa) in the
chair; Vice-President Hector Cimon (Quebec); Councillors
E. V. Gage (Montreal), E. D. Gray-Donald (Quebec), R.
E. Heartz (Montreal), H. J. Ward (Shawinigan Falls),
General Secretary L. Austin Wright and Assistant General
Secretary Louis Trudel.
There were also present by invitation — Past-Presidents
A. R. Décary (Quebec) and O. O. Lefebvre (Montreal);
Past Vice-Presidents E. P. Muntz and Fred Newell of
Montreal; Past-Councillor Bruno Grandmont (Rimouski);
R. S. Eadie, chairman, Montreal Branch; and the following
members of the Quebec Branch: René Dupuis, chairman,
L. C. Dupuis, past-chairman, Paul Vincent, secretary-
treasurer, Stanislas Picard, Gustave St. Jacques and Y. R.
Tassé, members of the executive, and Dr. Paul E. Gagnon.
In welcoming the councillors and guests, President
Cameron expressed his pleasure in presiding at a Council
meeting in Quebec city. Before proceeding with the business
of the meeting, he asked each person present to rise, give
his name, place of residence and Institute affiliation.
On behalf of the members of the Quebec Branch, Vice-
President Cimon extended a cordial welcome to the presi-
dent and the officers accompanying him, and stated that
such visits were much appreciated by the branch.
Committee on the Engineer in the Civil Service — Referring
to the report which the Institute's committee, under the
chairmanship of Councillor MacRostie, had presented to
the "Advisory Committee to the Treasury Board on
Administration of Personnel," the general secretary reported
that after receiving the report of its Advisory Committee,
the Treasury Board had presented its report and recom-
mendations to Parliament. As far as the Institute's repre-
sentations were concerned, the report of the Treasury
Board included none of them, although it was generally
understood that in its recommendations to the Treasury
Board, the Advisory Committee had made favourable
recommendations. A group representing the Civil Service
had appealed the Treasury Board's report, and the Insti-
tute's committee wondered if Council would support it in
making further representations. Following discussion, it
was unanimously agreed that the Institute's committee be
asked to make such further representations as it considered
advisable.
Committee on Professional Interests — Affiliated with Sister
Societies — In view of the far-reaching nature of the recom-
mendations made by the Committee on Professional In-
terests in a report first presented to the regional meeting
of Council held in Saint John on April 17th, it had been
suggested that this report should be discussed at the
regional meetings held throughout the year across Canada.
Accordingly, the general secretary read again the first
section of the report dealing particularly with the Institute's
relations with sister societies.
Since that time, informal discussions had been held with
officers of some of the sister societies in the United States,
and the general secretary read a letter which had been
received from the secretary of the American Society of
Mechanical Engineers outlining several items which might
be discussed by representatives of the societies with a view
to closer co-operation.
Dr. Lefebvre read to the meeting extracts from a letter
addressed to Dr. Challies, as chairman of the Committee
on Professional Interests, from W. J. Gilson, vice-president
of the American Institute of Electrical Engineers in Canada.
It outlined some of the difficulties in working out such an
affiliation, and emphasized the fact that the A.I.E.E. was
a technical and not a professional group-. Following con-
siderable discussion, it was unanimously resolved that the
letter from the secretary of the A.S.M.E. should be referred
to the Committee on Professional Interests.
Collective Bargaining Legislation — Following the last
meeting of Council, the brief approved at that meeting,
urging that professional men be not included in any com-
pulsory collective bargaining legislation, had been presented
to the National War Labour Board by a delegation repre-
senting the architects, chemists and engineers. The results
were not yet determined, but the general secretary reported
that in similar legislation which was being drafted in certain
of the States the professional groups were being included,
although the American Society of Civil Engineers was
putting up a strong fight to have them excluded from such
legislation.
St. Lawrence Waterway — The president stated that he
had nothing further to report on the proposal of Mr. J.
G. G. Kerry that the St. Lawrence Waterway be kept
open all the year round. He was hoping to have an early
opportunity to discuss the matter with members of the
Institute who had been in close touch with this develop-
ment. Dr. Lefebvre stated that he had had considerable
correspondence with Mr. Kerry on this subject and would
be glad to discuss the matter with the president at his con-
venience.
Toronto Branch Junior Section — A request had been
received from the chairman of the Toronto Branch for a
contribution of $100.00 towards the funds of the Junior
Section of that branch. Although anxious to do everything
possible to aid Junior Sections the Finance Committee felt
that it should have a financial statement from the branch
before making a decision. In view of the fact that there is a
Junior Section in the Montreal Branch and that others
may be formed, the committee felt that it should have full
details before recommending the allocation of special funds
for this purpose. The general secretary was instructed to
secure the necessary information for the Finance Com-
mittee.
Purchase of Victory Bonds — A letter had been received
from President Cameron in which he had recommended
that, in future purchases of war bonds, some allocation
should be made whereby some of the smaller branches might
get credit in their own districts. The bonds would be
delivered to Headquarters as usual, but the branches would
get some credit locally for the purchase. The Finance Com-
mittee had looked with favour on this recommendation
and it had been agreed that the next purchase of bonds
would be handled in this way.
Building Maintenance The House Committee had re-
potted that prices were being obtained for certain work
which should he done on the Headquarters building. In
order that the work might lie proceeded with during the
summer months the Finance Committee had agreed that
when the figures were available they should be submitted
to the members of the committee for approval and for
authorization of the expenditure. This was noted and
approved by Council.
Journal Staff — The general secretary outlined a possible
expansion in the programme of the Engineering Journal,
the idea being that if additional staff could be obtained a
greatly improved Journal could be produced, and at the
same time the advertising increased sufficiently to at least
cover the increased costs. It was emphasized that every
reasonable step should be taken to keep the Journal in the
forefront of its field, and the Finance Committee submitted
the suggestion to Council with the recommendation that
the genera] secretary be authorized to investigate further
and submit concrete proposals.
Committee on Post-War Problems- The general secretary
ivad the following progress report from the chairman of
the committee on Post-War Problems:
"Your ( ommittee on Post -War Problems begs to report
that the principal matter now before the committee deals
with a reference to it by the president, that of considering
what action the Institute may take towards co-operating
with the established governmental agencies concerned
with the rehabilitation of our own membership after war
426
July, 1913 THE ENGINEERING JOURNAL
service. This matter has been referred to the whole per-
sonnel of the committee and the replies to date are not
complete. They do, however, represent a variety of
opinions, which we will transmit to Council when they are
complete.
"I would like to pay tribute to the excellent work that
is being done by one member of this committee Mr.
Tennant. He is rather strategically located in Toronto
where most organizations and associations with which
we are co-operating hold their general meetings. Mr.
Tennant has attended most of these meetings faithfully
and reported on them in great detail. The entire com-
mittee is indebted to him for the load which he is carrying
on our behalf."
The report was noted, and the general secretary was
instructed to transmit to Mr. Tennant the thanks and
appreciation of Council for the effective work he is doing
on behalf of the Institute.
Annual General Meeting — On behalf of the Quebec
Branch, Councillor Gray-Donald extended a cordial invita-
tion to Council to hold the next annual general meeting in
Quebec city. The invitation was enthusiastically received,
and on the motion of Mr. Gray-Donald, seconded by Mr.
Heartz, it was unanimously resolved that the invitation be
accepted and that the next annual general meeting be held
in Quebec City.
Expulsion of Member — It was reported to the meeting
that a corporate member of the Institute had been tried
and found guilty of a serious misdemeanor and was now
serving a term of imprisonment.
After the evidence, in the form of a newspaper account
and a copy of the court records, had been submitted to
Council, it was moved, seconded, and unanimously agreed
that the name of such member should be erased from the
register of the Institute in accordance with Section 76(a)
of the by-laws. The general secretary was instructed to
notifj' the member of Council's action.
President's Trip to the Western Branches — Following a
custom established by Dr. Lefebvre, President Cameron
reported that he was planning his visit to the western
branches during the month of October, and was also
planning to visit the engineering schools at the same time.
In recent years it has been customary to hold a regional
meeting of Council in the west during the president's visit,
and a suggestion had been received from the Winnipeg-
Branch that such a meeting should be held in that city
during the president's visit. It was unanimously agreed
that arrangements should be made for the holding of such
a regional meeting in Winnipeg on the same basis as pre-
vious meetings at the time of the president's visit.
Past-President C. R. Young — Information to the effect
that Past-President Young had been taken to the hospital
was received with much concern, although no details were
available. It was unanimously resolved that greetings and
best wishes for a speedy recovery be sent to him from this
Council meeting.
Elections and Transfers — A number of applications were
considered and elections and transfers were effected as
listed further below.
Past-President A. R. Décary, M.B.E. — Before adjourning
the meeting, President Cameron felt that some reference
should be made to the honour which had recently been con-
ferred bjr His Majesty the King upon one of the outstand-
ing members of the Quebec Branch. He referred to Dr.
Décary who had been made a Member of the Order of the
British Empire. The news had been received with great
satisfaction by his fellow engineers, and the congratulations
of Council were extended to Past-President Décary.
On behalf of Dean Pouliot, of Laval University, Mr.
René Dupuis extended an invitation to the members of
Council and guests to visit the new school of engineering
at the University, where arrangements would be made for
guides to conduct the party through the various buildings.
The invitation was accepted with thanks and appreciation.
Regarding the committee's report, it was unanimously
resolved that this Council meeting endorses the resolution
of the Saint John meeting as follows:
". . .that the first part of the report be accepted and
approved and referred back to the Committee on Pro-
fessional Interests for further action, and that the thanks
of Council be extended to the committee for their efforts."
Proposed New By-law — With regard to the proposed new
by-law with a view to implementing the suggestions made
in the report of the Committee on Professional Interests, a
preliminary draft has been circulated to all members of
Council. Dr. Challies had emphasized the fact that the new
by-law, as proposed, was very far-reaching and suggested
that councillors should study it carefully and send in their
opinions for the guidance of the committee in preparing
its final recommendations.
Legal Action by Architects against an Engineer — The
general secretary reported that the Committee on Profes-
sional Interests had named one of its members to consult
with the other parties concerned in order to make a report
to the committee. It was expected that within a short time
the committee would have some recommendations to make
to Council.
Committee on Civil Defence — A letter was read from
Councillor Armstrong, chairman of the Committee on the
Engineering Features of Civil Defence, expressing regret
that his departure from Montreal on June 11th on a
western trip would prevent him from being with the presi-
dent on his visit to the Quebec branches and also from
attending the regional meeting of Council.
His committee had nothing to report at this time, except
that the report of Mr. Pitts' sub-committee dealing with
the protection of buildings had been issued, although, un-
fortunately, it had not been possible to include the A.R.P.
bulletins needed to complete the report.
The general secretary reported that he had endeavoured
to secure the bulletins in question through the National
Research Council but had been informed that they were
confidential and not available for circulation. He had then
cabled to Professor Webster, c/o the Ministry of Home
Security, asking for permission to circulate the information
through our committee, but no reply had yet been received.
A rough estimate for a sufficient quantity reproduced in
Canada indicated that the cost would be in the neighbour-
hood of $400.00. It was decided to take no action until a
reply had been received from Professor Webster.
President Cameron reported that nothing further had
developed in regard to the submission made by the com-
mittee to the Prime Minister last November suggesting an
organization to cover an essential field in civil defence not
now covered by A.R.P. or military organizations. Mr.
Howe had taken the matter up and had referred it to the
War Committee of the cabinet. On hearing of the bombing
of dams in the Ruhr valley and the bombing of the island
of Sicily, the president had reminded Mr. Howe that these
were the things covered in the submission and which were
not covered by any other organization. No action had yet
been taken, but there seemed to be nothing further that the
Institute could do at the present time.
Committee on the Status of the Engineer in the Active
Service — The general secretary reviewed the previous
activities of the committee and outlined some of the con-
ditions which were making it difficult for the committee
to bring in a final and satisfactory report. He stated that
complaints of the treatment of engineers in the services
were still being received, but that in spite of evidence that
supported the committee in all of its contentions it had
not been possible to get any persons who would permit
their names to be used, due naturally to the need of pro-
tecting themselves in their positions.
Councillor Gray-Donald, a member of the committee,
described certain anomalies that existed in the regulations
and intimated that in his opinion recently proposed changes
in the Ordnance Corps were only going half way.
THE ENGINEERING JOURNAL July, 1943
427
The general secretary described a report which had been
received from Colonel Grant who had been asked by the
committee, while in England, to investigate the relative
merits of the Imperial Army set-up for mechanical and
electrical engineers (Royal Electrical and Mechanical
Engineers) and the Canadian arrangement whereby this
same group of engineers operate inside the Ordnance Corps.
Colonel Grant's report indicated that he thought in view
of the size of the Canadian army set-up as compared to
the Imperial army a corps similar to the R.E.M.E. would
be too small to justify the necessary overhead organization.
This opinion wTas based on his own observations and the
study made by the staff of the Canadian army overseas.
It was pointed out that the Royal Canadian Corps of
Signals operates as an entirely separate section and is
entirely free from the Ordnance Corps whereas the engineer-
ing work associated with mechanical maintenance is still
done through the Ordnance Corps, which Corps, in its chief
positions, is not staffed by technical men. Figures were read
to show that of university students selecting the division
of the army which they wished to join, almost none volun-
teered as ordnance mechanical engineers, but large numbers
volunteered for engineers, signals, artillery and infantry
positions. It was contended that the reason for so few
volunteering for the ordnance mechanical engineers was
that the progress for engineers in that corps was slower
than in any other corps.
It was the opinion of the meeting that the committee
should continue in its endeavour to gather facts and to
make representations to the proper authorities at Ottawa.
ELECTIONS AND TRANSFERS
At the meeting of Council held on June 19th, the following elections
and transfers were effected.
Members
Atkinson, Alfred Lyford Courtenay, B.Sc, (Xaval Arch.), (Univ. of
Durham), B.Eng. (ad eundem) (Univ. of S.isk.), constructor Lieut. -
Commander, R.C.N.V.R., Ottawa, Ont.
Beecroft, George William, Col., R.C.O.C, B.A.Sc, (Univ. of
Toronto), military adviser, Wartime Bureau of Technical Personnel,
Ottawa, Ont.
Beedham, George Herbert, mech. engr., Loblaw Groceterias Co. Ltd.,
Toronto, Ont.
Eaton, Edwin Russell, Jr., B.A.Sc, (Toronto), supt. east mill,
Canada Works, Steel Company of Canada, Hamilton, Ont.
Harris, Arthur David, chief engr., Ford Motor Co. of Canada, Ltd.,
Windsor, Ontario.
Ley, Albert George, B.Sc, (N.S. Tech. Coll.), engr., Montreal En-
gineering Co., Montreal, Que.
Louden, Thomas Newton, B.A.Sc, (Univ. of B.C.), general mgr.
Hamilton Bridge Western Ltd., Vancouver, B.C.
Lynde, Carleton John, Jr., B.Sc, (elec), (McGill Univ.), res. engr.
for G. Lome Wiggs, consltg. engr., Montreal, Que.
McLean, John Newell, B.Sc, (Univ. of Man.), asphalt engr., Im-
perial Oil Ltd., Winnipeg, Man.
Monette, Eddy, B.A.Sc, CE., (Ecole Polytechnique), div. engr.,
Provincial Roads Dept., Ste. Thérèse, Que.
Patrick, Kanneth Ernest, B.A.Sc, (Univ. of B.C.), second asst.
engr., Greater Vancouver Water District and Vancouver and
District Joint Sewerage and Drainage Board, Vancouver, B.C.
Peeling, Herbert Oliver, B.Sc, (Univ. of Sask.), asst. to plant engr.,
Canadian Westinghouse Co. Ltd., Hamilton, Ont.
Sweet, Frederick Arthur, B.A.Sc, (Univ. of Toronto), asst. secty.,
Canadian Engineering Standards Assoc, Ottawa, Ont.
Wilhjelm, Fritz Eric, B.Sc, (Royal Tech. Coll., Copenhagen),
instr'mn. Canadian National Railways, Moncton, N.B.
Juniors
Barrick, John Bruce, B.Sc, (Univ. of Man.), electl. dftsmn., Defence
Industries Ltd., Montreal, Que.
Pelletier, Paul Lucien, B.A.Sc, CE., (Ecole Polytechnique), service
mgr., LaSalle Coke Company, Montreal, Que.
Safran, Nathan, B.Sc, M.Sc, (Univ. of Alta.), head of Science Dept.,
Provincial Institute of Technology, Calgary, Alta.
Affiliate
Weightman, Leonard, engineering dept.. Steel Co. of Canada, Ltd.,
Montreal, Que.
Transferred from the class of Junior to that of Member
Humphries, George Edward, Lieut. R.C.E., (Overseas), 1554
Bathurst St., Toronto, Ont.
Jarvis, Gerald Walter, B.Sc, (Queen's Univ.), chief engr., McColl
Frontenac Oil Co. Ltd., Montreal, Que.
Rogers, Hubert David, B.Sc, (Queen's Univ.), mtce. dept., Kingston
Works, Aluminum Co. of Canada, Ltd., Box 23, Gananoque, Ont.
Scroggie, George Nelson, B.Sc, (Queen's Univ.), junior engr., Dept.
of Public Works of Canada, London, Ont.
Transferred from the Class oj Student to that of Member
Lord, Roger, B.A.Sc, CE., (Ecole Polytechnique), asst. to res. engr.,
Power House, Beauharnois Light, Heat & Power Co., Beauharnois,
Que.
Transferred from the class of Student to that oj Junior
Barkwell, Stewart, B.Sc, (Univ. of Man.), junior engr., Canadian
General Electric Co. Ltd., Peterborough, Ont.
Bubbis, Morris Israel, B.Eng., (McGill Univ.), asst. mech. engr.,
Directorate of Works & Construction, Dept. of National Defence,
Ottawa, Ont.
Chandler, Ralph Wright, B.Sc, (Queen's Univ.), junior engr.,
Hydraulic Dept., Hydro Electric Power Commission of Ontario,
Toronto, Ont.
Frechette, Adolphe Gaston, B.A.Sc, CE., (Ecole Polytechnique),
dftsmn., Dominion Bridge Co., Lac hi ne, Que.
Jarry, Aurel, Gaston, B.Eng., (McGill Univ.), F/Lt., R.C.A.F.,
Navigation Instructor, Ancienne-Lorette, Que.
McDougall, William Allan, B.Sc, (Univ. of N.B.), instr'mn., Dept.
of Transport, Civil Aviation Branch, Moncton, N.B.
Newby, William Murray, B.Sc, (Queen's Univ.), engr., H. G. Acres
& Co., Ltd., Niagara Falls, Ont.
Ralph, John Arthur, B.Sc, (Univ. of N.B.), plant engr., Marelco
Ltd., Toronto, Ont.
Rawland, Arthur Gordon, B.Sc, (Univ. of N.B.), F/Lt., R.C.A.F.,
Senior Navigation officer, No. 6 I.T.S., Toronto, Ont.
Students Admitted
Horn-Mull. Laurent Alex, (McGill Univ.), 1405 Peel St., Montreal,
Que.
Brown, Donald Robertson, (McGill Univ.), 3430 Beaconsfield Ave.,
Montreal, Que.
Sawyer, John Edward Benjamin, B.Sc. (Univ. of Man.), 748 Simcoe
St., Winnipeg, Man.
Simpson, Leslie C, (Univ. of Man.), 43 Sherburn St., Winnipeg,
Man.
By virtue of the co-operative agreement between the Institute and
the Association of Professional Engineers of Saskatchewan, the fol-
lowing elections and transfer have become effective.
Transferred from the class of Junior to that of Member
Wheten, Waldo Alexander, F/0., R.C.A.F., B.Sc, (Univ. of Sask.),
A.I.D. Insp. of Explosives, Dept. of National Defence, Eastern
Air Command Headquarters, Halifax, N.S.
Students
Loucks, George Irvin, B.Sc. (Univ. of Sask.), Invermay, Sask.
Swenson, Orville, B.Sc, (Univ. of Sask.), Naieam, Sask.
428
July, 1943 THE ENGINEERING JOURNAL
Personals
Eric R. Jacobsen, m.e.i.c, has recently been designated
deputy director general in the Commonwealth of Australia
War Supplies Procurement in Washington. His new func-
tions will be the direction of the procurement and technical
activities of this organization, which is the North American
representative of all war and civilian supplies for Australia.
Mr. Jacobsen was recently the leader of a two-man mission
which flew to Australia and spent two months on the other
side. Prior to his present position, he was personnal and
technical assistant to the director general. He is an employee
of the Dominion Bridge Company, Ltd., Montreal, and his
services during the last year and a half have been on loan
from that company to the Commonwealth Government.
Hugh Beaver, m.e.i.c, is now director-general of the
Ministry of Works in England. He left the firm of Sir
Alexander Gibb & Partners at the end of 1940 to become
controller of building materials at the Ministry of Works,
and at the beginning of 1942 resigned from the firm in order
to become director-general of the Ministry.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
J. A. Heaman, m.e.i.c, has recently retired from the
position of office engineer of the Canadian National Rail-
ways at Montreal, after forty-two years of service. He is
an honour graduate in civil engineering of McGill Univer-
sity, where he was the winner of the British Association
Medal.
He started his engineering career with the Grand Trunk
in 1901 as an instrumentman at St. Catharines, Ont., and
was later stationed at Ottawa as resident engineer during
the double tracking of the Montreal-Toronto-Chicago main
line. Mr. Heaman became locating engineer on the National
Transcontinental Railway in 1905. He filled important
engineering positions in the Canadian west during the
subsequent fifteen years and in 1924 was appointed chief
engineer of the Grank Trunk Western region with head-
quarters at Detroit. In 1932 he transferred to system head-
H. L. Currie, M.E.I.C
J. A. Heaynan, M.E.I.C.
H. L. Currie, m.e.i.c, has been appointed office engineer
of the Canadian National Railways at Montreal. He suc-
ceeds J. A. Heaman, m.e.i.c, who has retired. Born at
Woodstock, N.B., Mr. Currie graduated from the Univer-
sity of New Brunswick in 1913 and entered the services of
the Canadian Government Railways at Moncton the same
years as draughtsman and leveller. He served overseas in
the first great war as a member of the 9th Siege Battery
of Halifax. Upon demobilization in 1919, he returned to the
Canadian Government Railways and became engineer in
charge of double track construction from Springhill Junction
to Macaan, N.S.
Since then, he has worked in various capacities from
Halifax to Fort William. Among the works of which he had
charge were the engine yard facilities at Neebing, Ont.,
1922-1923; the engine and car facilities at Toronto for the
Toronto Terminals, 1926-1927; the construction of the
locomotive erection shop, Montreal, 1928; and the con-
struction of grade separations, track elevations and other
work for the new Montreal Terminal, 1929-1933.
He was then assigned to headquarters engineering staff,
Montreal, in charge of maintenance of buildings. With the
resumption of work on the new terminal in 1939, he was
placed in charge of construction of the new coach yard and
other yard rearrangements, besides having a directive hand
in the prosecution of various war emergency track require-
ments.
quarters as office engineer, which position he held at the
time of his retirement.
D. S. Ellis, m.e.i.c, has been made dean of the faculty of
applied science at Queen's University, Kingston, succeeding
Dean Arthur L. Clark, Hon. m.e.i.c Born at Cobourg, Ont.,
Dean Ellis received his engineering education at Queen's
where he was graduated in 1910. In 1911 he became em-
ployed with the International Waterways Commission.
During 1913 and 1914 he was engineer for the Commission
on the St. Lawrence ship channel. In the first World War,
he served with the 6th Field Company, Royal Canadian
Engineers. In 1918 he was lieutenant-colonel and chief
instructor at the Canadian School of Military Engineering.
Dean Ellis was appointed assistant professor of civil
engineering at Queen's University in 1919, later becoming
professor. In 1940 he was made head of the department of
civil engineering.
Dr. Ernest Brown, m.e.i.c, has been appointed emeritus
professor of mechanics and hydraulics at McGill University.
Dr. Brown, who retired during the course of the last
scholastic year as professor of applied mechanics and
hydraulics, served as dean of the faculty of engineering at
McGill from 1930 to 1942, retiring then to devote all his
time to the teaching of the ever-increasing classes of
students.
THE ENGINEERING JOURNAL July, 1943
429
Dr. Brown has been a member of the McGill faculty
since 1905, when he came to Canada from Liverpool. He
has won widespread recognition for his pioneer work in the
use of cement in structural work, and for research on design
of water-turbines for hydro-electric installations. He is also
the author of a number of reports, scientific papers and
government reports.
Arthur L. Clark, Hon.M.E.i.c. has retired from the
position of dean of the faculty of applied science at Queen's
University. He was born at Worcester, Mass., U.S.A., and
received his degree of bachelor of science from the Wor-
cester Polytechnic Institute in the year 1894, and his degree
of doctor of philosophy from Clark University in 1905.
Following graduation from Worcester Polytechnic Institute,
Dr. Clark was engaged for some time in charge of the
construction of the plant and mains for the New Rochelle
Gas and Fuel Company, New Rochelle, N.Y. He was
professor of physics at Bates College, Maine, for five years
before coming to Queen's as head of the department of
physics, in 1906. He was appointed dean of the faculty of
applied science in the same university, in 1920.
and contractors, at Chicago, 111. Before joining the com-
pany in 1937, Mr. Molke was employed with H. G. Acres
and Company, Niagara Falls, Ont., where he was connected
with the Outardes Falls hydro-electric development at Baie
Comeau, Que. He was one of the co-recipients of the
Gzowski Medal of the Institute for 1938.
G. E. Blake Sinclair, m.e.i.c, has been promoted to the
position of general executive assistant, Lands, Parks and
Forests Branch of the Department of Mines and Resources,
Ottawa.
Mr. Sinclair was born in Morden, Manitoba, and edu-
cated in the local schools and the University of Manitoba,
where he graduated in civil engineering in 1922. As chief
of a geodetic survey party, he conducted field work in all
provinces of the Dominion and was associated with develop-
ments in which the city engineering departments and
hydro-electric power companies utilized the services of the
Geodetic Survey. He assisted in the preparation of material
for the Alberta and Saskatchewan Resources Commissions
in 1933. In the reorganization of the department in 1936,
he was promoted to an administrative post in the National
Arthur L. Clark, Hon. M.E.I.C.
During Dr. Clark's deanship, the faculty has grown from
about 200 to 600 in enrollment. Besides carrying on his
administrative functions, he made intensive studies in
physics and particularly in thermodynamics. In 1919 he
spent some time in Holland working on thermodynamics
problems, at the University of Leyden. He is the author of
several articles dealing with his studies in physics.
Dean Clark was made an Honorary Member of the
Institute in 1922. He has maintained a constant interest in
the activities of the Kingston branch. A fellow of the Royal
Society of Canada, he has taken an active part in the
scientific life of the Dominion and for some years has been
a member of the National Research Council.
Dr. Clark will not sever his connections with the univer-
sity but will carry on with some lectures and will be avail-
able for consultation on the administrative problems of the
faculty.
Elizabeth M. G. MacGill, m.e.i.c, was recently married
to Mr. E. J. Soulsby, manager of Victory Aircraft Limited,
Malton, Ont., and now resides in Toronto. She was chair-
man of the Lakehead Branch of the Institute, having
occupied for the last few years, the position of chief aero-
nautical engineer at the Canadian Car and Foundry Com-
pany's plant at Fort William, Ont.
Major H. J. G. McLean, m.c, e.d., m.e.i.c, is now dis-
trict ordnance mechanical engineer for Military District
No. 2 at Toronto. He resided previously in Montreal where
he was engaged in private practice.
E. C. Molke, m.e.i.c, now holds the position of chief
engineer of the Roberts and Schaefer Company, engineers
G. E. Blake Sinclair, M.E.I.C.
Parks Bureau and in 1939 again promoted to the position
of inspector of National Parks and Historic Sites with
supervision of the Field Operation and Development Divi-
sion.
T. R. Durley. m.e.i.c, has joined the R.C.N.V.R. as a
lieutenant in the electrical branch and, after a period of
training in Montreal, has been posted to Halifax. He was
previously superintendent of shell filling at the plant of
Stormont Chemicals Limited, Cornwall, Ont.
A. M. Thurston, M.E.I.C, has taken a commission as a
pilot officer with the R.C.A.F. in the Signals Branch. He
was previously plant manager of Dominion Electric Pro-
tection Company Ltd., Montreal.
J. Edouard Prévost, m.e.i.c, has joined the staff of the
National Research Council as an associate research engineer
at Montreal. He is an honour graduate of Ecole Poly-
technique in the class of 1921. For the past few years he
had been employed with Defence Industries Limited at
Montreal. He was resident engineer during the construction
of the new buildings for the University of Montreal. In
1925 Mr. Prévost was news editor for the Montreal Branch
of the Institute
Lieutenant S. N. Tremblay, m.e.i.c, who had joined the
Veterans' Guard of Canada last year has obtained a transfer
to the active army and is now stationed at Valcartier, Que.,
with the 5th Company, Royal Canadian Engineers. Lieut.
Tremblay served overseas in the last war and was demobil-
ized as a major. Before joining up last year he was employed
with the Quebec Streams Commission at Montreal.
430
July, 1913 THE ENGINEERING JOUR> VI.
Capt. A. J. E. Smith, M.E.I. c, is at present overseas with
the Royal Canadian Engineers, First Canadian Corps
Troops. Before joining up at the outbreak of war, Capt.
Smith was employed with Canadian Allis-Chalmers Limited
and was in charge of the Winnipeg office of the Company.
Joseph V. McKenna, jr. e. i.e., is now employed with the
John T. Hepburn Co. Ltd., Toronto. He was previously
on the staff of General Motors of Canada at Oshawa, Ont.
He graduated from the University of Toronto in 1942.
H. J. Lemieux, Jr. e. i.e., is now employed in the engineering
department of the Aluminum Company of Canada Limited
at Arvida, Que. He was previously employed with the
Foundation Company of Canada Limited on construction
of the Shipshaw development.
J. H. Huggard, Jr. e. i.e., is now employed with Aluminum
Laboratories of Canada at Montreal. A graduate of the
University of New Brunswick in the class of 1935, he had
lately been employed with the H. G. Acres and Company
on the Shipshaw power development.
Flight-Lieut. André Aird, jr.E.i.c., is at present in charge
of aircraft maintenance at No. 7 Service Flying Training
School at MacLeod, Alta.
Thomas B. Hilton, s.e.i.c., is now in the U.S. Army Air
Corps.
W. J. Farago, s.e.i.c., has left his position in the engineer-
ing department of the Kelsey Wheel Company Limited at
Windsor, Ont., and has joined the R.C.O.C. as a second
lieutenant. He is at present training at Trois-Rivières, Que
Fernand Labrosse, s.e.i.c., is in the employ of the
Imperial Oil Company at Sarnia, Ont., as a junior engineer.
He graduated this spring from Ecole Polytechnique,
Montreal.
Maurice Magnan, s.e.i.c., a graduate of this year at
Ecole Polytechnique, has joined the staff of the Imperial
Oil Company and is at present training at Sarnia, Ont.
VISITORS TO HEADQUARTERS
J. W. McBride, m.e.i.c, research assistant, Division of
Industrial Co-operation, Massachusetts Institute of Tech-
nology, Cambridge, Mass., on June 12.
Paul MacNeil, jr. E. i.e., Aluminum Company of Canada,
Arvida, Que., on June 15.
Sidney Hogg, m.e.i.c., Saint John Drydock and Ship-
building Company Limited, Saint John, N.B., on June 15.
R. B. Brosseau, m.e.i.c, superintendent, Saguenay Elec-
tric Company, Chicoutimi, Que., on June 16.
Lieut. Colonel L. F. Grant, m.e.i.c., vice-president of the
Institute, Kingston, Ont., on June 16.
A. E. Flynn, m.e.i.c, Professor, Department of Mining
Engineering, Nova Scotia Technical College, Halifax, on
June 18.
C. C. Cariss, m.e.i.c, chief engineer, Waterous Limited,
Brantford, Ont., on June 18.
W. M. Murray, m.e.i.c, Massachusetts Institute of Tech-
nology, Cambridge, Mass., on June 18.
L. J. Barron, m.e.i.c, shipbuilding division, Foundation
Maritime Limited, Pictou, N.S., on June 25.
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
Alexander Sutherland, m.e.i.c, died suddenly at his
home at Wolfville, N.S., on June 21st, 1943. He was born
at Earltown, N.S., on January 18th, 1877, and received his
education at Acadia University where he graduated as a
bachelor of science in 1911.
Alexander Sutherland, M.E.I.C.
Upon graduation he joined the teaching staff at Acadia
University and after teaching engineering for several years
he became Dean of Applied Science. At the time of his
death he was still professor emeritus of engineering. At one
time, Dr. Sutherland was mayor of Wolfville.
He joined the Institute as an Associate Member in 1920
and became a Member in 1940.
Edward Victor Polley, s.e.i.c, a lieutenant with the Royal
Canadian Engineers, was killed accidentally in England on
March 3rd, 1943.
He was born in Belfast, Northern Ireland, on March
26th, 1920. He was the only son of Lieutenant R. V. Polley
of the Royal Inniskilling Fusiliers who died from a war dis-
ability in February, 1921. He was educated at Methodist
.
Lieutenant E. V. Polley, S.E.I.C.
College, Belfast, and entered Queen's University, Belfast,
in 1938, joining the University Officers' Training Corps.
In the summer of 1939, he was in Canada with his mother,
Mrs. Edith Polley, and upon the outbreak of war, they
decided to stay in Toronto with relatives.
THE ENGINEERING JOURNAL July, 1943
431
Victor Polley thereupon enrolled as a second year student
in the Faculty of Applied Science and Engineering of the
University of Toronto, again joining the C.O.T.C. of which
he became an active member. In June, 1942, he graduated
with honours in civil engineering, having achieved honour
standing in each year of study. Immediately upon release
from the University, he attended the officers' training
centre at Brockville, passing all his test successfully. He
was then posted for duty with the Royal Canadian Engin-
eers at Petawawa, and proceeded overseas with his unit in
December, 1942. He was killed in a motorcycle accident
while on active duty as an umpire in manoeuvres some-
where in England.
Unusually well read, a brilliant student, a keen thinker
and a good friend, Lieutenant Polley leaves behind him a
lasting impression upon all who knew him. The engineering
profession could ill afford to lose one of his calibre. To his
mother goes deep sympathy.
Lieutenant Polley joined the Institute as a Student in
1942. The May number of the Journal carried an interesting
letter which he had written to Headquarters in February,
pointing out the value of military engineering experience.
News of the Branches.
BORDER CITIES BRANCH
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
W. R. Stickney, m.e.i.c.
J. F. Blowey, m.e.i.c.
Secretary-Treasurer
Branch News Editor
A joint meeting of the Border Cities Branch and Profes-
sional Engineers Association was held at the Prince Edward
Hotel, Windsor, May 21, 1943, at 6.30 p.m. 39 members
and guests were present.
In the absence of Mr. G. G. Henderson, the vice chair-
man, Mr. J. B. Dowler called on Mr. J. Clark Keith who
introduced the speaker for the evening, Mr. M.J. Aykroyd
of Toronto, vice-president of the Professional Engineers
Association of Ontario, and Bell Telephone outside plant
engineer.
With the aid of coloured motion pictures, Mr. Aykroyd
told the story of the laying of underground telephone cables
all the way from Ottawa to Montreal, Connected in one
train, a tractor, rooter plow, cable laying plow and tractor
trailers were shown going cross country across fields,
through bush, up and down the hills.
Mr. Aykroyd told of how the front plow rooted through
the earth with a three-and-a-quarter inch share loosening
and breaking up the ground to a depth of from 30 to 50
inches, thus insuring uninterrupted passage of the following
plow which deposited the cable in the ground.
"The 100-ton train, with its more than 400 horse-power,
moves at a brisk walk under such conditions," he said.
"Pauses are needed only to change reels or remove major
obstructions. This is the procedure that was followed across
prairie country in placing the trans-continental cable in the
United States.
"In southern Ontario the farming subdivisions, sideroads,
streams, wooded sections and other frequent obstacles,
often make a modified operation desirable," continued Mr.
Aykroyd. One crew with tractors and rooting equipment
works about three to six miles ahead of the cable placing
train. The job for this equipment is to open up the earth
to a depth of 30 inches or more along the route of the
buried cable, to remove boulders, tree roots and other
obstacles, to grade steep banks at side roads or other places.
The fences have to be so arranged as to facilitate the pas-
sage of the train."
After a most interesting discussion a vote of thanks to
the speaker was moved by H. L. Johnston.
MONCTON BRANCH
V. C. Blackett, m.e.i.c. - Secretary-Treasurer
The annual meeting was held in the City Hall on May
31st. H. J. Crudge, chairman of the branch, presided. The
annual report and financial statement were presented and,
on motion, adopted. The scrutineers reported that as a
result of the balloting in the branch elections the following
will constitute the executive for 1943-44; Chairman, J. A.
Godfrey; Vice-Chairman, A. S. Donald; Secretary-Treasur-
er, V. C. Blackett; Committeemen, E. R. Evans, A.
Gordon, G. E. Smith, H. W. Hole, G. C. Torrens, Ex-officio,
H. J. Crudge, G. L. Dickson. Brief remarks were made by
the incoming Chairman Godfrey, A. Gordon and Past-
Chairman Crudge.
Annual Report for the Year Ending May 31, 1943.
During the past year, Moncton Branch has had the
unique privilege of welcoming two presidents of the
Engineering Institute of Canada. On August 3rd, 1942, a
dinner meeting was held at which President C. R. Young
was the guest speaker, and on April 14th, 1943, a similar
meeting was held in honour of President K. M. Cameron.
At the latter meeting, 34 members and guests were present,
a record attendance for a dinner meeting.
Because of wartime difficulties in obtaining speakers,
technical films have been used as substitutes. On November
12th, through the courtesy of the General Electric Co.,
Halifax, N.S., a technicolor sound film entitled "The
Inside of Arc Welding" was screened. The pictures showed
in minute detail what constitutes a good weld and also why
operators sometimes fail to get satisfactory results. This
film was also screened under branch auspices, on November
11th at a meeting of the Engineering Society of Mount
Allison University, Sackville. Through the efforts of Major
A. S. Donald, the branch was able to secure the loan of an
exceedingly interesting technicolor film, dealing with air-
port construction in Labrador, which was shown at a
branch meeting on April 20th. These pictures were also
screened at a meeting of the Engineering Society of Mount
Allison on April 13th.
Other branch meetings during the year included a
nomination meeting on April 27th, and the annual meeting
which is to be held on May 31st. Six meetings of the
Executive were held.
Membership
Our membership, at present, numbers sixty-five, as fol-
lows:
Resident Non-Resident
Members 31 12
Juniors 3 5
Students 4 6
Branch Affiliates 4 0
42
23
It is with regret that we record the passing of two mem-
bers of the branch. John George MacKinnon, m.e.i.c, died
on October 19, 1942, and Fred Oxley Condon, m.e.i.c, on
January 12th, 1943.
432
July, 1943 THE ENGINEERING JOURNAL
Financial Statement for the Year Ending
May 31, 1943
Receipts
Balance in bank, July 1, 1942 $105.99
Cash on hand, July 1, 1942 0.88
Rebates on dues 50.45
Affiliate dues 5.00
Contribution from N.B. Professional Assoc 63.00
Receipts from dinner meetings 22.50
Bank interest 0.39
Interest from War Bond 1.50
$249.71
Expenditures
Printing $21.67
General Meeting Expense 12.00
Special Meeting Expense 62.18
Honorarium to Secretary 25.00
Stenographic Services 10.00
Subscriptions to Journal 8.15
Miscellaneous 29.38
Balance in bank, May 31, 1943 81.05
Cash on hand, May 31, 1943 0.28
$249.71
Assets ^^^^
Motion picture equipment $ 85.00
Balloptican lantern 30.00
Attache case 5.00
Unpaid Affiliate dues 15.00
War Bond 100.00
Balance in bank, May 31, 1943 81.05
Cash on hand, May 31, 1943 0.28
$316.33
Liabilities
None.
Audited and found correct.
James Pollar \ . „,
C. S. G. RoGERs/Audltors-
Respectfully submitted,
V. G. Blackett, Secretary-Treas.
H. J. Crttdge, Chairman.
OTTAWA BRANCH
A. SwiNNERTON, M.E.I.C
C. Purser, m.e.i.c.
Secretary- Treasurer
Branch News Editor
The regular final meeting of the winter luncheon series
of the Ottawa Branch was held at the Chateau Laurier
Thursday noon, May 27. Lt. Col. R. G. Ervin, A.U.S.,
assistant military attaché for Air at the United States
Legation, spoke upon the hazards of ice for air men, his
address being accompanied by a two-reel sound film dealing
with the subject. This film had been prepared by Walt
Disney for use in the training of fliers in the United States
Army and Navy.
"Ice formation on aircraft is still one of the major prob-
lems we have to battle in the air, whether for military or
commercial purposes," stated the speaker. Much more
research work would be necessary before the problem could
be really solved.
W. H. Munro presided in the absence through illness of
G. H. Ferguson, chairman of the Branch.
PETERBOROUGH BRANCH
A. J. Girdwood, Jr. e.i. c. - Secretary-Treasurer
J. F. Osborn, Jr.E.i.c. - Branch News Editor
The annual meeting of the Peterborough Branch was
held in the Y.M.C.A. Building on May 20th. At a short
business meeting, reports were made by the committee
chairman. A brief account of the year's affairs was given
by D. J. Emery retiring chairman; minutes for the last
meeting were read by A. R. Jones, retiring secretary-
treasurer. The new executive was elected and will be com-
posed of Messrs. Ross Dobbin, A. J. Girdwood, A. R. Jones,
A. L. Malby, C. R. Whittemore, and F. Pope.
The recreational activities which followed the business
meeting consisted of volley ball, bowling and the use of
other facilities at the Y.M.C.A. Mr. V. S. Foster's team
carried off the War Saving Stamps for the volley ball and
Messrs. Pope and McCrady's team took first and second
prizes respectively in the bowling. The evening finished up
with a buffet lunch.
At the first meeting of the new executive on June 3rd
appointments were made as listed on page 389.
SAULT STE. MARIE BRANCH
O. A. Evans, Jr.E.i.c. - Secretary-Treasurer
The fifth general meeting for the year 1943 was held in
the Grill Room of the Windsor Hotel on Tuesday, June 1st
at 6.45 p.m. when 15 members and guests sat down to
dinner.
The chairman introduced the speaker of the evening,
L. L. W. Ashcroft of the Canadian General Electric, who
showed twq of the most interesting sound films that have
yet been presented to the Branch. They were "Power to
Win," a film which depicts the part being played by the
Canadian General Electric and its employees in the present
war. This film showed the company making guns, search-
lights, precision instruments, airplane parts, bulbs of all
sorts for the war. There were also action pictures of these
parts and machines in the present war.
Canadian General Electric can be justly proud of the
part it is playing in the war effort and is to be complimented
on its splendid film depicting its part.
The second picture was one on "Railroading" which was
a colour sound film. It gave an excellent account of the
railroads contribution to humanity and the war effort. It
showed with what ease the railways of United States handle
immense tonnages of ore, coal and freight of all kinds, also
how the troops were moved to their destinations with the
least friction. It also depicted how the fresh fruits and
vegetables were moved from the South in winter to the
northern markets, as fresh as when picked. Nothing was
too small or too large to be moved with the minimum of
risk and loss of time.
It also took the onlooker for a pleasant tour of the
United States pleasure resorts.
JUNE JOURNALS REQUIRED
There has been an unusual demand for extra copies of the
June, 1943, 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.
THE ENGINEERING JOURNAL July, 1943
433
Library Notes
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
BOOK REVIEWS
Theoretical Soil Mechanics
By Dr. Ing. Karl Terzaghi
John Wiley & Sons, Inc., New York, 1943
510 pp., illus., diags., tables, 9x6 in., cloth, $5.00
Reviewed by I. F. Morrison, m.e.i.c*
For some months past those teachers and engineers who are actively
interested in Soil Mechanics have been looking forward to the appear-
ance of this book. There has even been some speculation as to the
character of it: such as, whether it would be suitable for undergraduate
courses in engineering, whether it would be of value to the practising
engineer who still has the urge to keep up with new developments in
engineering, whether it would be too difficult to read by anyone not a
specialist in the subject. It was, therefore, a welcome surprise to find
that the treatment of the subject was of a sufficiently elementary
character to enable anyone who has had the usual university courses
in elementary engineering mathematics and mechanics to master the
text without difficulty.
In this book, which has quite appropriately been entitled Theoretical
Soil Mechanics, the author, already widely recognized as a most
eminent authority on the subject, has gathered together his own
theoretical researches, and those of a number of others, into a single
volume of about 500 pages. It becomes the first treatise in the English
language in which the theory of the mechanics of granular masses, as
developed to its present state, is set forth in detail without considera-
tion of the design aspect of engineering structures. It finds itself,
therefore, in the same category as such excellent texts as Timoshenko's
Strength of Materials. For the very purpose and nature of the book
is to place the subject on a basis comparable with the mechanics of
solid bodies which indeed forms the background for all structural
des'gn- . .
As is the case with the Strength of Materials, as compared with the
Mathematical Theory of Elasticity, the treatment might be called
quasi-rigorous for it is manifestly impossible to present a rigorous
and at the same time elementary and useful exposition of the mechanics
of granular materials on account of the mathematical difficulties
involved. Such quasi-rigorous treatment is also precisely what is of
necessity used in texts on the Strength of Materials which are addres-
sed to engineers rather than mathematicians. No one recognizes better
than the author himself the limitations placed on the theory which
arise- from the necessity of simplifying assumptions and that the
ultimate justification of such assumptions lies in the degree of approx-
imation to reality of the results devised from them. The author,
therefore, keeps his reader fully aware of the limitations of the theory
continually throughout the exposition of the subject and aptly points
out that, although the development of some of the theory of the
mechanics of granular masses was practically complete half a century
ago, it is only until recently that a knowledge of the physical proper-
ties of real soils has been sufficiently accumulated to enable engineers
to apply the theory with a full realization and proper understanding
of its limitations.
The book deals, therefore, only with ideal soils of both the cohesive
and non-cohesive types. The author promises, however, a companion
volume on applied soil mechanics and such a work will indeed be a
most valuable sequel to the present theoretical treatise. It is to be
expected, perhaps, that it will contain a chapter or two on soil physics.
The book is divided into four main sections. The first section, A,
sets forth the general principles of the theory and contains the first
four chapters although just why the fifth chapter, which deals with
the arching effect in ideal soils, was included in the following section
rather than the first is not quite clear. In the opening chapter, the
philosophy of the subject and the fundamental concepts are discussed
briefly. This is followed by a chapter on the stress conditions for
failure of soils based on Coulomb's empirical equation for shearing
resistance and Mohr's theory of rupture. Chapters III and IV take up
what the author chooses to call the "plastic equilibrium in a semi-
infinite mass" and presents some simple applications of the general
theory to practical problems including a brief discourse on rigorous and
simplified methods. The elastic properties of soil is not taken into
account in this theory.
Section B is given over to an abundant treatment of the conditions
for shearing failure in ideal soils which is related to plastic flow. A
detailed exposition of the theory of active and passive pressures on
retaining walls forms the subject matter of Chapters VI and VII. These
are followed by chapters on the bearing capacity of soils, the stability
and failure of slopes, and earth pressures on temporary supports, in
cuts, tunnels and shafts. The section closes with a chapter on
anchored bulkheads. The material in this section consists of an
application of that of the first section. Much of the exposition is
analytical although Culmann's, and also Engesser's, graphical method
of determining earth pressure is demonstrated. All of the topics are
•Professor of Applied Mechanics, University of Alberta, Edmonton, Alta.
treated in an adequate manner and form perhaps the most compre-
hensive theoretical precis anywhere to be found in English.
The subject matter outlined above consumes about one-half of the
entire volume and up to this point no account has been taken of the
effect of water in the soil. To the preceding theory, therefore, the
effect of the interaction between the solid particles and the water is
introduced for detailed discussion in Section C. Of the four chapters in
this section, the first, — chapter XII of the book, — deals with the
effect of seepage on the equilibrium of a non-cohesive soil and use is
made of the theory of flow-nets. The Theory of Consolidation, which
occupies chapter XIII, is rather biefly treated without, perhaps, quite
a much illustrative application as it should have. After a brief chapter
on capillary forces, the section ends with one on the mechanics of soil
drainage, which is of course closely allied to the problem of seepage
given in the first chapter of the section and which, therefore, might
well have been included in it.
Section D, on Elasticity Problems in Soil Mechanics, which is the
final section of the book, returns to the subject of stress analysis but
from a different angle. As the title indicates, the approach is altered
and the soil is considered as an elastic material. After a brief discourse
on the theory of subgrade reactions, the theory of stresses and strains
in semi-infinite elastic solids, and in elastic layers of such solids, is
given in a somewhat compendious arrangement. The final chapter is
on vibration problems.
If, as has been suggested above, some of the topics have been
rather concisely treated, it should be pointed out that the author has
dealt with them in great detail elsewhere and that it has very likely
been necessary to curtail the argument in order to keep the volume
within reasonable bounds. In many instances, formulas are merely
set down without derivation, giving the book a somewhat dogmatic
quality. For example, Boussinesq's equations are given without
development. To be sure, the theory by which Boussinesq arrived at
them is quite beyond the range of the elementary mathematics of the
book, nevertheless a subsequent derivation — based on simplifying
assumptions — by Frohlich is certainly not so and such a highly
instructive demonstration might well have been included in order to
make a method of analysis available to students for further study.
Throughout the book, the author states repeatedly the assumptions
on which the immediately following theory is to be based, for he loses
no opportunity to draw attention continually to the important fact
that the validity of the theory from the point of view of practical
application to real soil is primarily dependent on the validity of the
assumptions on which it is based. This is an excellent feature of the
book.
Unfortunately, probably on account of space requirements, there
are but few illustrative examples worked out in detail and there are
no problems included for solution. There is, however, an excellent
collection of references and frequent reference is made to these sources
throughout the text.
Three quite useful tables for the computation of vertical stresses
in a semi-infinite elastic solid are contained in an appendix. Also a
number of practically useful graphic charts are to be found in appro-
priate places in relation to the subject matter.
The book is well written and edited and the argument can, for the
most part, be very readily followed. There is, perhaps, a bit too much
repetition of statement here and there which is slightly irritating to
those who would like to get on with logical development but, on the
whole, the book is an excellent treatise on the theoretical aspect of
the mechanics of granular masses. Every student and engineer who is
seriously and actively interested in soil mechanics will derive consider-
able benefit from a careful reading of it. It will undoubtedly exert a
considerable influence on the teaching of soil mechanics throughout
the English speaking countries which, after all, is the author's main
purpose. Everyone will look forward to the publication of the com-
panion volume.
Reconstruction in Canada
C. A. Ashley, Editor
The University of Toronto Press, 1948
148 pp., illus., map, 6x9 in., paper, $1.00
Reviewed by H. G. Cochrane, M.E.I.C.**
This is a series of eleven lectures given at the University of Toronto
and dealing broadly with the various problems confronting Canada
after victory.
The first lecture introduces the subject. Lecture number two deals
with our economic problems, taking each of our main industries in
turn and discussing production, markets, concluding with brief
reviews of trade, employment, immigration, finance and demobiliza-
tion. The third lecture discusses international economic collaboration,
effects of the war, tariffs, international investments. The next deals
••Department of Munitions and Supply, Toronto, Ont.
434
July, 1943 THE ENGINEERING JOURNAL
with our present form of government, the trends towards changes in
our constitution and the causes for such trends.
The next three lectures deal with various aspects of conservation.
Soil, forest resources and water, point the way to constructive changes
in the administration of our natural resources. Lecture number eight
is entitled "Construction Projects," and is devoted to the possibilities
for post-war employment through a vast public works programme.
Lecture nine reviews our social services and envisages their extension
and improvement. Housing and town planning are considered im-
portant enough to rate a short separate lecture, while the final chapter
entitled "Recapitulation and Ideals." by Dr. H. J. Cody, is a reca-
pitulation.
Here is a text book on post-war planning for the man-on-the-street,
covering all the fundamental background, yet written like a series of
magazine articles in language anyone can understand. There are a few
gaps, such as the consideration of labour relations, and a more detailed
discussion of our mineral resources, while the most immediate post-
war problem of all, that of maintaining production and employment
close to wartime levels and the future of education, might well have
been the subjects for two more lectures. A brief résumé of current
thought and planning in other countries would also have been pertinent.
This is something which should be supplied through the proper
channels to our armed forces overseas. No engineer should fail to
read it.
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Simplified Design of Reinforced
Concrete :
Harry Parker. N.Y., John Wiley and
Sons, Inc.. 1943. 5\i x 8 in. $2.75.
Plumbing Practice and Design:
Volume 2. Svend Plum. N.Y., John Wiley
and Sons. Inc., 1943. 6x9% in. $4.50.
Geodetic Control Surveys:
2nd ed. H. Oakley Sharp. N.Y., John
Wiley and Sons, Inc., 1943. 8% x 11}4 in.
$3.50.
Public Works Engineers' Yearbook 1943:
Including the Proceedings of the 1942
Public Works Congress. Chicago, Ameri-
can Public Works Association, 1943. 5%
x 8% in. $3.75.
Canadian Trade Index 1943:
Toronto, Canadian Manufacturers1 Asso-
ciation, 1943. 6Y2 x 10\i in. $6.00.
PROCEEDINGS, TRANSACTIONS
Institutions of Water Engineers:
Transactions, vol. 4~, 1942.
American Society for Testing Materials:
Proceedings of the forty-fifth annual meet-
ing, vol. 42, 1942, Philadelphia, The
Society, 1943.
American Institute of Consulting
Engineers:
Proceedings of the annual meeting, Janu-
ary, 1943.
REPORTS
Nova Scotia. Board of Commissioners of
Public Utilities:
Report for the year ended December 31,
1942.
Canada. Department of Transport:
Report for the fiscal year from April, 1941
to March 31, 1942.
Manitoba. Department of Mines and
Natural Resources. Mines Branch:
Fourteenth annual report on mines and
minerals for year ending April 30, 1942.
Lethbridge Northern Irrigation District:
Twenty-second annual report and financial
statement.
Harvard University — Graduate School of
Engineering — Publications:
No. 364 — The crushing strength of biolo-
gical films on natural waters and the spread
of larvicidal oils by Charles E. Renn.
No. 365 — Analysis of longitudinal motions
of trains by the electrical analog by Louis
A. Pipes.
No. 366 — A note on ionization by meteors
by J. A. Pierce and Performance curves
for M -derived fillers by W . J. Cunningham.
No. 367 — On the pickup of balanced four-
wire lines by Charles W. Harrison, Jr.,
and A note on the characteristics of the two-
antenna array.
Canada. National Research Council:
Phosphorescent paints bv T. H. Glynn
Michael. April 1943. Publication No. 1119.
U.S. Bureau of Standards — Building Ma-
terials and Structures Report:
BMS 95— Tests of cement-water paints and
other waterproofings for unit-masonry
walls. BMS 96 — Properties of a porous
concrete of cement and uniform-sized
gravel.
U.S. Bureau of Mines:
Bulletin No. 451 — Syllabus of clay testing,
Part 1. — Technical paper No. 650 — Car-
bonizing properties and pétrographie com-
position of taggart-bed coal from mines 30
and 31, Lynch, Harlan County, Ky., and
the effect of blending this coal with poca-
hontas No. 3 and No. 4 — bed coals.
Iowa State College — Engineering Experi-
ment Station Bulletin:
No. 158 — Road tests of automobiles using
alcohol-gasoline fuels.
Chinese Institute of Engineers —
America Section :
Directory 1942-1943.
Edison Electric Institute:
A-C network operations 1938-1940. A
report of the transmission and distribidion
committee. Publication No. K-4, April
1943.
Sixth Hoover Medalist — Gerard Swope:
N.Y., Hoover Medal Board of Award, 1942.
Electrochemical Society — Preprint :
No. 83-15 — Some factors affecting auto-
matic pH control. — 83-16 — The use of in-
hibitors for aluminium chemical equip-
ment.— 83-1 7 — Gases evolved by the thermal
decomposition of paper.
Bell Telephone System — Technical Pub-
lications— Monograph :
No. 1359 — The relation of dielectric pro-
perties to structure of crystalline polymers:
1 and 2. I860 — Viscosity and cryoscopic
data on polystyrene. 1364 — Motion picture
study of balata and hevea latices. 1865 —
On radiation from antennas.
International Union of Chemistry:
Sixth report of the Committee on atoms,
1941-1942.
Eleventh report of the Committee on atomic
weights, 1941.
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.
APPLIED MATHEMATICS FOR
TECHNICAL STUDENTS
(Rochester Technical Series)
By M. S. Corrington. Harper & Brothers,
New York and London, 1943. 226 pp.,
diagrs., tables, 9 x 5)4. in., cloth, $2.20,
without tables; $2.80, with tables; $0.75,
tables alone.
Arithmetic, algebra, logarithms and tri-
gonometry are all included in this small
volume, which is intended for trade schools,
factory courses or pre-engineering study, and
is also suitable for home study. Emphasis is
on the practical applications. The text is based
upon careful study of the mathematics essen-
tial in modern industry.
CALCULUS MADE EASY
By S. P. Thompson. 2 ed. enl. The Mac-
millan Co., New York, 1914 (reprinted
1943). 301 pp., diagrs., charts, tables, 7 x
4Yi in., cloth, $2.00.
This little textbook, offered as "a very
simplest introduction to those beautiful
methods of reckoning which are generally
called by the terrifying names of the differen-
tial calculus and the integral calculus" first
appeared, anonymously, in 1910. In 1914 an
enlarged edition appeared under the author's
name, which is now reprinted. In vigorous,
colloquial style it presents the fundamentals
of the calculus for the benefit of students of
engineering and science.
(The) CHEMISTRY OF POWDER
AND EXPLOSIVES, Vol. 2
By T. L. Davis. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
489 pp., illus., diagrs., tables, 9 x 5l/2 in.,
cloth, $3.00.
This text provides a useful exposition of
the modes of behavior of explosive substances
and of the chemical and physical phenomena
that they exhibit. The present volume, which
completes the work, discusses the nitric
esters, smokeless powder, dynamite and other
high explosives, nitroamine's, primary ex-
plosives, detonators and primers.
ELECTROMAGNETIC WAVES
By S. A. Schelkunoff. D. Van Nostrand
Co., New York, 1943. 530 pp., diagrs.,
chaits, tables, 9}/2 x 6 in., cloth, $7.50.
This course in the theory of electromag-
netic wave transmission is based on a course
given at Brown University, and is the out-
growth of the author's work in Bell Telephone
Laboratories. It aims to provide a course for
students of communication engineering and
microwave transmission and of radio engineer-
ing which will supply basic information on
radiation, wave propagation, wave guides and
resonators. It will also be useful as a reference
work for research workers.
ESSENTIALS OF DRAFTING
By C. L. Svensen. 3 ed. D. Van Nostrand
Co., New York, 1943. 295 pp., illus.,
diagrs., charts, tables, 10 x 7 in., cloth,
$2.35.
The basic principles of drafting and their
applications are covered in this text, without
unnecessary ramifications. The result is a
direct treatment suited to the needs of those
who make drawings and those who are to read
them. The new edition has been entirely
rewritten and reset in a larger format.
(The) FEEDING OF WAR WORKERS,
A Selected, Annotated Bibliography.
(Bibliographical Series No. 70)
Princeton University, Industrial Relations
Section, Princeton, N.J., 1943. 15 pp.,
9x6 in., paper, $0.25.
This is a selected, annotated list of refer-
ences on eating facilities for industrial em-
ployees and on efforts toward improved
nutrition. It will be useful to factory managers
and others faced with the problem of feeding
workers.
THE ENGINEERING JOURNAL July, 1943
435
FUNDAMENTALS OF STRESS
ANALYSIS, Vol.1
By A. Deyarmond and A. Arslan, pre-
pared and edited by Associated Aeronauti-
cal Staff of Aero Publishers, Glendale,
Calif., 1942. 256 pp., diagrs., charts,
tables, 9Y2x6 in., cloth, $3.00.
The purpose of this book, the first of a two-
volume textbook, is to describe fundamental
methods of analyzing the stresses in the types
of structures that are used in airplanes. The
subject is presented in a simple, practical
manner. Previous knowledge of simple mathe-
matics, mechanics and strength of materials is
assumed.
GEOMORPHOLOGY, Systematic and
Regional
By 0. D. von Engeln. The Macmillan Co.>
New York, 1942. 655 pp., illus., diagrs.,
maps, 9Yi x 6 in., cloth, $4.50.
This volume is an important addition to the
literature, which will be welcomed by all
geologists interested in modern developments
in geomorphology. The treatment is inclusive,
and the text is abundantly illustrated with
photographs and drawings. An extensive
bibliography is appended and is supple-
mented by topical bibliographies in each
chapter.
GLOSSARY OF SHIPRUILDING AND
OUTFITTING TERMS
By W. J. Eddington. Cornell Maritime
Press, New York, 1943. 435 pp., iUm.,
diagrs., tables, 7Yi x 5 in., cloth, $3.50.
This glossary contains a large number of
terms used in the shipbuilding and shipping
trades, with extensive definitions and descrip-
tions. Various tables of use to shippers and
lists of equipment for the deck, engine and
steward's departments are appended. Those
engaged in maritime work will find the book a
valuable reference.
GUN CARE AND REPAIR, a Manual of
Gunsmithing
By C. E. Chapel. Coward-McCann, Inc.,
New York, 1943. 4$4 PP-, illus., diagrs.,
tables, 8x/i in., cloth, $3.75.
This admirable book covers in precise detail
the art of gunsmithing, from the layout and
equipment of the shop to the methods of
decorating guns. The needs of the home gun
craftsman are especially considered, and the
book provides all that the amateur needs to
know in order to make, repair and alter rifles
and other firearms. The Garand rifle, the
Thompson submachine gun and the Army
automatic pistol are described in detail.
HIGH FREQUENCY THERMIONIC
TUBES
By A. F. Harvey, with a foreword by E. B.
Moullin. John Wiley & Sons, New York,
W43. 235 pp., illus., diagrs., charts, tables,
9 x5lA in., cloth. $3.00.
The increasing use of very high-frequency
electrical energy in radio, television and other
fields has called for accurate knowledge of the
properties and behavior of vacuum tubes in
high-frequency apparatus. The present book
treats of these properties and their relation
to those of the associated electrical circuits.
Starting with an account of the properties of
vacuum tubes at low frequencies, the changes
that occur at very high frequencies are then
considered. A chapter follows on retarding
field generators. Two chapters are devoted to
the magnetron. The final chapter describes
the klystron and other special high-frequency
tubes and their circuits.
INDUSTRIAL ELECTRICITY AND
WIRING
By J. A. M oyer and J. F. Wostrel. 3 ed.
McGraw-Hill Book Co., New York and
London, 1943. 541 pp.- illus., diagrs.,
charts, tables. 8\4 x 5y£ in., cloth, $2.75.
The underlying principles of electricity are
outlined, and the proper methods of wiring
for light and power are presented fully and
clearly, for use by students and electricians.
The present edition has been based on the
1940 National Electrical Code. It has also
been enlarged by a chapter on fluorescent
lighting and one on the prevention of radio
interference.
MAGNETIC CIRCUITS AND TRANS-
FORMERS, a First Course for Power
and Communication Engineers.
(Principles of Electrical Engineering
Series)
By Members of the Staff of the Department
of Electrical Engineering, Massachusetts
Institute of Technology; John Wiley &
Sons, New York; Chapman & Hall,
London, 1943. 718 pp., illus., diagrs.,
charts, tables, 9Y2 x 6 in., cloth, $6.50.
This is the second volume of the series of
texts on the principles of electrical engineering
prepared by the Institute staff to provide a
basic course for all students of that subject.
Fundamental principles are stressed, and
problems of both power and communication
are considered. The book is in two sections.
The first discusses the current theory of
ferromagnetism, the computation of the
behaviour of magnetic circuits and the theory
and design of iron-core reactors. The second
first discusses the general design of all elec-
trical apparatus and then applies these
general principles to transformers.
MATERIALS HANDLING, Principles,
Equipment and Methods
By H. E. Stocker. Prentice- H all, New
York, 1943. 809 pp., illus., diagrs., charts,
tables, 9Yi x 6 in., cloth, $5.00 ($3.75,
school edit.).
The fundamental principles involved in the
economical handling of those materials not
handled in bulk, and the equipment and
methods used, are described and explained in
this text. A large amount of information about
trucks, tractors, conveyors, cranes and other
equipment is provided, with many illustra-
tions.
MATHEMATICS DICTIONARY
Compiled from the literature and edited by
G. James, assisted by R. C. James, rev. ed.
The Digest Press, Van Nuys, Calif., 1943.
273 pp. 4^ pp. tables, diagrs., charts, 9x/2
x 6 in., fabrikoid, $3.00.
This dictionary covers the vocabulary of
mathematics from arithmetic through integral
calculus. Both popular and technical defini-
tions are frequently given, or else the defini-
tion is adapted to the mathematical maturity
of the probable user. The needs of secondary
schools and laymen have received special
attention. The new edition has been enlarged
and revised.
MINERALS AND ROCKS, Their Nature,
Occurrence and Uses
By R. D. George. D. Appleton-Century
Co., New York and London, 1943. 595
pp., illus., diagrs., charts, tables, 9x6 in.,
cloth, $6.00.
This book provides a general survey of the
earth materials that have become funda-
mental to the industries, suitable for use in
courses in economic mineralogy especially,
and in mineralogy and petrology generally.
Part one discusses the metallic elements and
minerals, describing the minerals in order of
their importance. Part 2 describes the non-
metallic elements and minerals, and Part 3
the rock-making minerals. Part 4 provides a
short course in determinative mineralogy.
Part 5 discusses the common rocks. Excellent
illustrations are included.
ORGANIC SYNTHESES
Collective Volume 2, a revised edition of
Annual Volumes X-XIX, edited by A.
H. Blatt. John Wiley & Sons, New York;
Chapman and Hall, London, 1943. 654
pp., diagrs., tables, 9x6 in., cloth, $6.50.
The annual volumes 10-19 of Organic Syn-
theses have been combined in this collective
volume, with revisions, modifications and
improvements of the methods and addition of
eleven new ones. The book gives convenient
laboratory methods for preparing a large
number of organic chemical reagents in quan-
tities of one-half pound to five pounds, especi-
ally those not readily procurable by purchase.
PHYSICS AND PHILOSOPHY
By J. Jeans. The Macmillan Co., New
York; The University Press, Cambridge,
England, 1943. 222 pp., diagrs., 9 x 5l/2
in., cloth, $2.75.
The revolution in physics which has taken
place in recent years has not only changed
our views of that science. It has also affected
the scientific basis of philosophy and thereby
our general view of the world we live in. In
this interesting volume, the author traces the
progress of philosophic thought through the
ages and of physics since the time of Newton,
and shows how modern theories of physics
affect our thinking on religion, on free will
and on the nature of man.
REPORT ON SIGNIFICANCE OF TESTS
OF CONCRETE AND CONCRETE
AGGREGATES, 2 ed., sponsored by
A.S.T.M. Committee C-9 on Con-
crete and Concrete Aggregates
American Society for Testing Materials,
Phila., Pa., 1943. 171 pp., illus., diagrs.,
charts, tables, 9x6 in., paper, $1.50.
The significance of the tests sponsored by
the Society, their limitations and applicability
are discussed by various experts. Tests for
both concrete and aggregates are considered.
In addition, the book includes a general dis-
cussion of the numbers of specimens or tests
necessary for reasonable accuracy of the aver-
age.
SHIP EFFICIENCY AND ECONOMY
By G. S. Baker. "The Journal of Com-
merce and Shipping Telegraph." Charles
Birchall & Sons, Ltd., 17 James St., Liver-
pool, England, 1942. 145 pp., Index, pp.
I-IX, diagrs., charts, tables, 10 x 7 in.,
fabrikoid, 42s.
In this work the Superintendent of the
William Froude Laboratory discusses the
question, what is it that makes a satisfactory
and seaworthy ship. On the basis of actual
ship data and those obtained with ship
models, he considers such matters as Rough-
ness of surface and fouling, Wind resistance
and hull shape, Rough water, rolling, pitching,
Steering, Steering and stability of course in
shoal water, Working conditions of propellers,
Economical speed and margins of power. The
treatment is non-mathematical.
SHOP MATHEMATICS AND
SHOP THEORY
By J. M. Amiss, G. K. Shurtleff and H.
G. Moltzau. Harper & Brothers, New York
arul London, 1943. 360 pp., illus., diagrs.,
charts, tables, 8 x 5l/2 in., cloth, $1.60.
The authors of this work arc connected
with the educational department of the
Chrysler Corporation, and this book is based
on long experience in teaching shop men. The
course covers mathematics as used in the shop,
including logarithms, mensuration, geometry
and trigonometry. It also covers such topics
as safety and fire protection, gages, cutting
tools and their heat treatment, gearing, ma-
chine tools, superfinish and oilite bearings.
Used in conjunction with a standard hand-
book, it provides material for a two-year
course for apprentices.
(The) STORY OF FLYING
By A. Black, rev. ed. McGraw-Hill Book-
Co., Whittlesey House Dept.. New York,
1943. 272 pp., illus.. 9\i 1 6 in., cloth,
$2.50.
This popular narrative of human flight
describes the outstanding steps from the
earliest times to the present. All types of air-
436
July, 1943 THE ENGINEERING JOURNAL
craft are considered, and attention is also
given to engines, airports and various impor-
tant instruments. The book offers non-techni-
cal readers a good overall view of aviation.
STREAM FLOW, Measurements,
Records and Their Uses
By N. C. Graver and A. W. Harrington.
John Wiley & Sons, New York; Chapman
& Hall, London, 1943. 363 pp., illus.,
diagrs., charts, tables, 9Yi x 6 in., cloth,
$4.00.
The collection, computation, publication
and subsequent use of records of stream flow*
are discussed in this volume, whose authors
have had long experience in this field. The
reasons why records of the quantity and
quality of the discharge of surface streams
and of ground water are needed as a basis for
their development are explained. The selection
of sites for gaging stations, and the equipment
and operation of such stations are described,
together with the computing and publishing
of the results.
STRUCTURAL MEMBERS AND
CONNECTIONS
Compiled by a staff of specialists; editors-
in-chief, G. A. Hool and W. S. Kinne,
revised by R. R. Zipprodt and F. N.
Menefee. 2 éd., McGraw-Hill Book Co.,
New York and London, 1943. 639 pp.,
diagrs., charts, tables, 9Yi x 6 in., cloth,
$6.00.
Intended as a reference work for engineers
and students, this book treats comprehensive-
ly the general theory and also the detailed
design of structural members and their con-
nections. Numerous worked-out examples are
provided. Steel, wooden and reinforced con-
crete members are discussed. The new edition
has been thoroughly revised.
TEXTBOOK OF OFFICE
MANAGEMENT
By W. H. Leffingwell and E. M. Robinson.
2 ed. McGraw-Hill Book Co., New York
and London, 1943. 469 pp., diagrs., charts,
tables, 9Y2x6 in., cloth, $3.00.
The principles of scientific management are
presented in clear language, and their applica-
tion to office organization is discussed in
detail and illustrated by numerous examples
and practical problems. All phases of office
work and equipment are considered. The book
is an excellent text.
THEORETICAL SOIL MECHANICS
By K. Terzaghi. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
510 pp., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $5.00.
In this volume the author confines himself
to theoretical principles exclusively, limiting
himself ''to theories which have stood the test
of experience and which are applicable, under
certain conditions and restrictions, to the
approximate solution of practical problems."
The treatment covers the general principles
involved in the theories of soil mechanics, the
conditions for shear failure in ideal soils, and
the mechanical interaction between solid and
water in soils. There is an extensive biblio-
graphy of sources.
THIS EXCITING AIR, the Experiences
of a Test Pilot
By B. T. Guy ton. McGraw-Hill Book Co.
(Whittlesey House Div.), New York and
London. 1943. 219 pp., illus., 8Y2 x 5]/2
in., cloth, $2.00.
An experienced test pilot gives a vivid
account of the work of test pilots, with illus-
trations from thrilling happenings in his own
career and that of others.
WORLD MINERALS AND
WORLD PEACE
By C. K. Leith, J. W. Furness and C.
Lewis. Brookings Institution, Washington,
D.C., 1943. 253 pp., illus., diagrs., charts,
tables, 9]/2x6 in., cloth, $2.50.
One of the greatest obstacles to world peace
is the fact that no nation can attain industrial
power if wholly dependent upon its own
mineral resources. Future peace will depend
in large measure upon the international move-
ment of minerals. The present book presents
a factual study of the problem, analyzing the
physical and commercial trends of world
mineral production and the recent trends in
political and economic control. Finally, it dis-
cusses the possibilities of controlling minerals
to prevent preparation for war.
CONCRETE MANUAL, 4th ed.
United States Department of the Interior,
Bureau of Reclamation, Washington, D.C.,
1942. 476 pp., illus., diagrs., charts, tables,
7]/2 x 4Y2 in., fabrikoid, $1.00 (lots of 40
copies or more subject to 25% discount).
The new edition of this well-known manual
differs little from the third, but errors have
been corrected and the text altered to repre-
sent current practice. The book represents the
practice of the Bureau of Reclamation. The
subjects discussed include the properties of
concrete and the factors that control them,
the investigation and selection of concrete
materials, concrete mixes, inspection and test-
ing, concrete manufacturing, handling, placing
and survey, and special types of concrete.
DIE CASTING FOR ENGINEERS
New Jersey Zinc Co., New York, 1942. 148
pp., illus., diagrs., tables, 9Yz x 6 in.,
cloth, $1.00.
This is a brief, practical account of the
method and its uses. The principles of the
process, the alloys used, the design and con-
struction of dies, finishes for castings, speci-
fications, tests, etc., are discussed.
THEORY AND PRACTICE OF JOB
RATING
By M. F. Stigers and E. G. Reed. McGraw-
Hill Book Co., New York and London,
1942. 154 pp., charts, tables, 8x5 in.,
cloth, $1.75.
The method of job rating presented here
claims to measure every element, including
intangibles heretofore considered unmeasur-
able. The underlying philosophy is explained,
a technique for actual evaluation is given,
and questionnaires, rating scales, procedure
for cross comparison and full instructions are
given.
THEORY OF FLIGHT AND AIRCRAFT
ENGINES— Air Pilot Training
By B. A. Shields. 2 ed. McGraw-Hill Book
Co., New York and London, 1942. 377
pp., illus., diagrs., charts, tables, 9Yi x 6
in., cloth, $2.75.
The present work is a revision and expansion
of parts one and two of the author's "Air
Pilot Training", and is designed to cover all
the information on the theory of flight and
on airplane engines called for by the examina-
tions for certificates as a private or commercial
pilot. The information is given in a simple,
non-technical style which does not call for
advanced education.
TORQUE CONVERTERS OR TRANS-
MISSIONS
By P. M. Heldt. Publ. by P. M. Heidi,
Nyack, New York, 1942. 406 pp., illus.,
diagrs., charts, tables, 8Y1 x 5 in., cloth,
$4.00.
The past ten or fifteen years have seen many
developments in transmissions for use with
internal combustion engines in vehicles. The
present book brings together the wide variety
of mechanisms which have been devised, in
convenient form for use by designers and
students. Much information on design is pro-
vided, especially for the types in common use.
WAR GASES, Their Identification and
Decontamination
By M. B. Jacobs. Interscience Publishers,
New York, 1942. 180 pp., diagrs., tables,
9^x6 in., cloth, $3.00.
The detection, sampling and identification
of chemical agents of warfare and the decon-
tamination of areas and materials polluted
by them are presented in this work. The book
is designed to aid civilian officials in dealing
with gas attacks.
WEATHER STUDY
By D. Brunt. Ronald Press Co., New York,
1942. 215 pp., diagrs., charts, maps,8x5in.,
cloth, $2.25.
A simple textbook for readers with no pre-
vious knowledge of meteorology. The book
is intended especially for candidates for the
Air forces.
YOUR CAREER IN TRANSPORATTION
By N. V. Carlisle. E. P. Dutton & Co.,
New York, 1942. 188 pp., illus., tables,
8Y2 x 5Yi in., cloth, $2.00.
Young men interested in vocational oppor-
tunities will find this book a sound guide to
those available in the various transportation
fields, rail, highway, water and air. The
various positions are described, salaries are
discussed and requirements explained.
JIG AND FIXTURE DESIGN
Edited by F. D. Jones. 3 ed. Machinery
(Industrial Press), New York, 1942. 382
pp., illus., diagrs., tables, 9Y x 6 in.,
fabrikoid, $3.00.
The principles underlying the design of
various classes of jigs and work-holding
fixtures are dealt with, and many ingenious
designs used in modern shops are illustrated.
JORDANOFF'S ILLUSTRATED AVIA-
TION DICTIONARY
By A . Jordanoff. Harper & Brothers, New
York and London, 1942. 415 pp., illus.,
10x7 in., cloth, $3.50.
This dictionary gives clear definitions of
some two thousand aeronautical terms and
illustrates each by a simple drawing. Slang
terms are included. Should prove a popular
addition to any collection on aviation.
LUBRICATION
By A. E. Norton, edited by J. R. Muenger.
McGraw-Hill Book Co., New York and
London, 1942. 244 PP-, diagrs., charts,
tables, 9Yix6 in., cloth, $3.00.
This book is intended to meet the need for
a basic text covering the fundamental prin-
ciples that underlie the rational design of
machine bearings and the methods of lubri-
cating them. Starting with the simple con-
cepts of viscosity and laminar flow, the major
part of the book is devoted to developing
the hydrodynamic theory of bearings. The
types of friction of interest in lubrication are
also discussed, and criteria for bearings are
given. Lubricants are considered. Plain bear-
ings are compared with roller contact bearings.
MacR AE'S BLUE BOOK, America's Great-
est Buying Guide, and Hendrick's
Commercial Register, 50th Annual
edition, 1942-43
MacRae's Blue Book Co., Chicago and New
York, 1942. 3,728 pp., illus, UY2 x 8 in.,
cloth, $15.00.
The latest edition of this well-known direc-
tory follows the pattern of the previous one,
but has been thoroughly revised. An excel-
lently classified subject directory is provided
to manufactures of all kinds, accompanied by
a directory of manufacturers and local dis-
tributors. There is also a large index of trade
names.
THE ENGINEERING JOURN AL July, 1943
437
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
June 30th, 1943
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 reducedto
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
circumstances 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
BUSH— ORVAL FERGUSON, of 4900 Côte des Neiges, Montreal, Que. Born at
New Liskeard, Ont., Sept. 3rd, 1910; Educ; B. Arch., Univ. of Toronto, 1938; 1929-32
(summers), govt, land surveys, gen. mach. shop works, road constrn.; 1933-36, gold
mining, Dome Mines; 1938-40, design, gen. field work & supervn. of constrn., for
H. B. Long, Architect, Kirkland Lake; 1940, asst. to res. engr., 1941 res. engr., 1942,
mech. representative on inBtalln. of mech. equipment in munition plant, and at
present, res. engr. i/c of constrn. of extensive war plant, for T. Pringle & Son Ltd.,
Montreal, Que.
References: G. M. Wynn, A. L. Harkness, J. S. Hewson, E. V. Gage, F. T.
Ghaedinger.
CADENHEAD— ARTHUR FORDYCE GRANT, of 156 Maple Ave., Shawin-
igan Falls, Que. Born at Camden East, Ont., Sept. 6th, 1885; Educ: B.A. (Hon.
Chem.), Queen's Univ., 1914. Member, C.I.M.M., Fellow, Can. Inst. Chemistry;
1907, installn. of acetylene gas lighting system, St. Ann's Bay, Jamaica; 1912-13,
prospecting; 1912-15, house master, Pickering College, Newmarket, Ont.; 1918-29,
lecturer in chemistry, Queen's Univ.; 1929 to date, director of plant research, Shaw-
inigan Chemicals Limited, Shawinigan Falls, Que.
References: J. B. Challies, L. A. Wright, L. E. Westman, R. E. Heartz, M. Eaton-
CHRISTIE— ALEXANDER GRAHAM, of Baltimore, Maryland. Born at
Manchester, Ont., November 19th, 1880; Educ: Grad., S.P.S., 1901, M.E., 1913,
Univ. of Toronto. D. Eng. (Hon.), Stevens Institute, 1939. D. Eng. (Hon.), Lehigh
Univ., 1940. R.P.E. New York State and Maryland; 1901-04, erecting engr., etc.,
steam turbine dept., Westinghouse Machine Co., East Pittsburgh; 1904-05, ins-
tructor in mech. engrg., Cornell univ. ; 1905-07, asst. district supt. and asst. supt. of
constrn., Allis-Chalmers Co., Milwaukee; 1907-09, mech. engr., Western Canada
Cement & Coal Co., Exshaw, Alta.; 1904-14, asst. & assoc professor of steam & gas
engrg., Univ. of Wisconsin, Madison; 1914 to date, associate and later professor of
mech. engrg., The Johns Hopkins University, Baltimore, Maryland. Also consltg.
engr. on numerous important projects, director of night courses in technology,
chairman, Maryland State Board of Registration for Prof. Engrs. & Land Surveyors,
Education Director, War Manpower Commission, State of Maryland.
References— G. A. Gaherty, J. B. Challies, T. H. Hogg, A. H. Hull, C. R. Young,
R. W. Angus, L. A. Wright, C. A. Robb.
DUMONT— J. ALFRED, of Quebec, Que. Born at Levis, Que., Jan. 19th, 1909;
Educ: 1934-38, Quebec Technical School. 1938-42, summer courses in science at
Laval University. At present taking I.C.S. course in civil engrg.; 1929-32, dfting.
on constrn. for contractor in Quebec City; J 942 to date, chainman, rodman, dftsman.,
mtce. dept., C.N.R., Quebec, Que. (Applying for admission as Affiliate.).
References: L. C. Dupuis, P. Methé, S. J. H. Waller.
FEE— HOWARD RUSSEL, of Arvida, Que. Born at Killam, Alta., Nov. 1st,
1912; Educ: B.Sc (E.E.), Univ. of Alta., 1934; 1934-37, private contracting; 1937^1,
electrician & elec constrn. foreman, International Nickel Co.; 1941-42, test dept.,
plant engr., Saguenay Power Company; 1942 to date, system operating engr.,
Saguenay Transmission Co. Ltd., Arvida, Que.
References: J. R. Hango, W. E. Cooper, A. Robert, W. E. Cornish.
FLETT— FRANK PARKIN, of Toronto, Ont. Born at Chatham, N.B., Nov.
24th, 1892. Educ: B.Sc, Univ. of N.B., 1914. 1919-20, special studies, Mass. Inst.
Tech. R.P.E. of Ont.; 1914-15, Public Works, F. & G.L. Rly., N.B., I.C.R. &C.N.R.;
1915-18, overseas; 1919, district vocational officer; 1922-25, chief engr., Windsor,
and 1925 to date, district manager, Toronto, for Truscon Steel Co. of Canada Ltd.
References: G. Stead, J. M. Oxley, H. E. T. Haultain, L. A. C. Lee.
GRAHAM— WALTER PETER, of 92 Highfield St., Moncton, N.B. Born at
Belfast, Nor. Ireland, Dec. 6th, 1899; Educ: 1913-18, Belfast College of Technology;
1927-30, 1931 (6 mos. periods), Kerr's Engrg. Academy; Board of Trade First Class
Steam & Motor Certs. Member, Inst, of Marine Engrs. (England); 1915-20, engrg.
ap'ticeship at Harland & Wolff, Belfast; 1921-23, junior engrg., Ulster Steamship
Co., Belfast; 1923-34, Third & Second Engineer, Andrew Weir & Co., London,
England; 1935-41, chief engineer, Quebec & Ontario Transportation Co., Montreal;
At present, industrial sales engr., Moncton, N.B.
References: E. L. Baillie, F. L. Thompson, L. Sterns, C. G. Clark, S. Hogg, T. H-
Dickson.
HAND— GEORGE WILLIAM, Lieut., R.C.N.V.R., of 346 Fifth Ave., Ottawa,
Ont. Born at Montreal, April 29th, 1917; Educ: B.A., Acadia Univ., Wolfville, N.S.;
1935-37, 1940-41, mtce. & administration of real estate, 1935-39, superintendence,
quantity surveying & estimating, for Or. W. T. Hand, Proprietor, Montreal; 1940-41,
quantity surveyor, estimator, etc., for Cecil Carpenter & Co., Contractors, and
Collet & Co., Engrs. & Contractors, Montreal, also contracting for self; Aug. 1940
to date, Lieut., R.C.N.V.R., one year with the Royal Navy; Nov. 1942, returned to
Canada medically unfit to carry on sea duties, appointed to C.N.E.S. for duty with
the Director, Works & Bldgs. At present, asst. office manager, D.W.B. (Naval).
(Applying for admission as Affiliate.).
References: P. W. Walters, N. A. Thompson, A. M. Hudson, D. A. Chisholm,
J. Dick.
MACKENZIE— HUGH, of 1049 West 29th Ave, Vancouver, B.C. Born at London,
England, Feb. 27th, 1885; Educ: 1901-06, extension lectures, Univ. of London;
Extra 1st Class Board of Trade Cert., London, England; 1901-06, ap'ticeship, A. W.
Robertson & Co., London, England; 1906-13, junior engineer on various ships;
1913-14, chief engr., Aberdeen Line; 1914-18, chief engr., H. M. Naval Transport;
1918-20, mgr., London Scaling Co. (Bristol Area branch); 1920-21, supt. engr.,
Brooks S.S. Corpn. of New York (U.S. Shipping Board); 1921-23, works mgr., cold
storage constrn., Insulators Ltd.; 1923-25, engr. on various submarine, cable laying
& repairing expeditions; 1925-31, gen. mgr., Hankow Lee Works, Hankow, China;
1931-36, distribution engr., 1936-41, supt., Hankow Light & Power Co. Ltd.; 1941
to date, with West Coast Shipbuilders Ltd., at present, engineer manager.
References: H. J. MacLeod, A- Peebles, H. N. Macpherson, P. B. Stroyan, W. N.
Kelly.
McLAUGHLIN— ROLAND RUSK, of Toronto, Ont. Born at Toronto, March
16th, 1901; Educ: M.A., M.A.Sc, B.A.Sc, 1922, Ph.D., 1926, Univ. of Toronto;
1923-24, established new factory for Canada Dry Ginger Ale Inc., at Hudson,
N.Y.; 1926-29, chem. research at Univ. of Toronto under National Research Council;
1931-39, asst. professor, 1939-43, associate professor and Jan. 1st, 1943, to date,
professor of chemical engrg., University of Toronto, Toronto, Ont.
References: C. R. Young, W. S. Wilson, R. W. Angus, E. A. Allcut,' J. R. Cockburn,
G. R. Lord, E. A. Smith.
RUSSELL— EDWARD BOON, of 2080 Haro St., Vancouver, B.C. Born at
Adelaide, So. Australia, July 29th, 1917; Educ: 1931-33, Thebarton Technical High
School — Intermediate Tech. Cert, (equivalent of Senior Matric). 1934-38, So.
Australian School of Mines & Industries (evening classes), Mech. Dftsman's. Diploma,
1938; 1934-40, toolmaker ap'tice, General Motors, So. Australia; 1940-41, tool
design dftsman., General Motors, Oshawa, and John Inglis Co., Toronto; 1941,
mech. dftsman., and Oct. 1941 to date, tool design dftsman., ordnance plant, Domi-
nion Bridge Co. Ltd., Vancouver, B.C.
References: W. B. Scoular, A. Dickson, A. S. Granger, P. B. Stroyan.
SHEETS— WILLIAM ELMER, of 1 Mallory Gardens, Toronto, Ont. Born at
Canora, Sask., Aug. 18th, 1907; Educ: B. Arch., 1932, M.Sc, 1933, Univ. of Man.;
1929-31 (summers), dfting. & estimating, Sask. Dept. of Highways; 1934-41, tech-
nical dftsman., Dept. of Mines & Natural Resources, Prov. of Man., Winnipeg;
1941 to date, designing dftsman., hydraulic dept., H.E.P.C. of Ontario, Toronto,
Ont.
References: O. Holden, S. W. B. Black, B. S. Bjarnason, S. H. deJong, E. Gauer,
D. M. Stephens.
438
July, 1943 THE ENGINEERING JOURNAL
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless—
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
SALES ENGINEER AND BRANCH MANAGER
required for Ottawa office of firm specializing in
sale of engineering supplies. Either French or English.
Permanent employment, fine prospects. References
required. Apply to Box No. 2635-V.
ASSISTANT PLANT SUPERINTENDENTS re-
quired by well-established firm engaged in the
manufacture of building materials. One vacancy in
Montreal plant and the other in a small town near
Montreal. In the latter case, knowledge of French is
essential. Apply giving record of education and
experience to Box No. 2640- V.
MECHANICAL ENGINEER for the position of chief
draughtsman, middle-aged person experienced in
draughting office detail and capable of directing
activities of 12 to 15 draughtsmen. Location Niagara
Peninsula. Apply to Box No. 2644-V.
SALES ENGINEER experienced in building construc-
tion and possessing aptitude for sales work. Per-
manent position in Montreal, good opportunity.
Bilingual preferred. Salary commensurate with
ability. Apply to Box No. 2G48-V.
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
SITUATIONS WANTED
GRADUATE ENGINEER, University of Toronto,
with seven years experience along lines of general
mechanical draughting and design with accent on
electric motors, instruments and small tools. Also
considerable experience in electric instrument
laboratory. Due to re-organization of his present
company, services are not being fully utilized. Apply
to Box No. 1486-W.
GRADUATE ELECTRICAL ENGINEER, Univer-
sity of Manitoba (1933), skilled in design and layout
work of power and lighting distribution for industrial
plants and commercial buildings. Presently employed
but services available where better opportunity
afforded. Apply to Box No. 2099-W.
GRADUATE ENGINEER of proven administrative
and executive ability desires position entailing greater
responsibility and scope for initiative. Presently
supervising the production of precision tools. Experi-
enced in personnel work and all phases of mainten-
ance engineering work. Apply to Box No. 2450-W.
FOR SALE
Thacher Calculating Rule in mahogany case,
good condition. Apply to Box No. 49-S.
CAMERA WANTED
A member of the Institute, who has to undertake
an extensive reconnaissance survey, wishes to pur-
chase a second-hand camera provided it is in first-
class condition.
The minimum requirements are:
1. At least f4.5 Anastigmat lens or better.
2. Shutter speed to at least 1/150 of a second.
3. Positive sighting, or reflecting, type of finder.
4. Picture size 2l/i x 3Ji" or next larger.
5. Use of standard films.
6. Focusing scale easily read and set.
A No. 1-A Junior F 6.3 camera could be traded-in
if desired. Reply giving specifications and price to
Box No. 52-S.
FOR SALE OR RENT
TRANSIT, W. & L. E. Gurley, complete with
tripod, 5" dia. horizontal circle. In excellent
condition. Apply to Box No. 51-S.
REQUIRED IMMEDIATELY
Chemical, Civil, Mechanical
and
Metallurgical Engineers
For Production Supervision
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to
The Aluminum Company of Canada
Limited
1700 Sun Life Building
Montreal, Que.
TURNEY— ARTHUR JAMES, of 204 Weir St. North, Hamilton, Ont. Born at
Oxford, England, June 10th, 1914; 1933-35, mach. shop & tool making experience,
Gough Engrg. Works & Wright Tool Co.; With the Steel Company of Canada Ltd.,
as follows: 1938-40, mech. dftsman., 1940-41, chief dftsman., and 1941 to date, chief
dftsman. i/c of mech engrg.
References: J. R. Dunbar, A. R. Hannaford, L. C. Sentance, W. A. T. Gilmour,
W. E. Brown, T. S. Glover.
WEIGEL— MELVIN POWELL, of 372 Kitchener Ave., Westmount, Que. Born
at St. Louis, Miss., Oct. 18th, 1902; Educ: B.S. in Metallurgical Engrg., Missouri
School of Mines & Metallurgy, 1923; (Accredited curriculum); 1923-26, junior engr.,
and 1927-35, engr., Aluminum Ore Co., East St. Louis, 111.; 1926-27, engr., Anglo-
Chilean Consol. Nitrate Corpn., Chile. With the Aluminum Co. of Canada Ltd. as
follows: 1935-39, supt., aluminum plant, 1939-41, gen. supt., Arvida works, and 1941
to date, chief engr., Montreal, Que.
References: A. W. Whitaker, Jr., A. C. Johnston, R. H. Rimmer, M. G. Saunders
M. E. Hornback, F. L. Lawton.
FOR TRANSFER FROM JUNIOR
ARCHIBALD— MANNING CLIFFORD, of 5450 Trans Island Ave., Montreal.
Born at Bear River, N.S., Oct. 31, 1909; Educ: B.Sc. (Elec), N.S. Tech. Coll. 1933;
Summers — 1929, 1931, 1935, line work, switchboard mtce., Maritime Electric Co.
Ltd.. 1930, transformer loads, Maritime Tel. & Tel. Co. Ltd., Charlottetown; 1936-41,
engr., Woodstock Public Utilities Commission, Woodstock, Ont.; 1941 to date, asst.
purchasing agent, Montreal Engrg. Co. Ltd., Montreal. (St. 1931, Jr. 1939).
References: G. A. Gaherty, J. A. Vance, W. G. Ure, F. T. Julian, W. P. Copp,
J. T. Farmer, F. H. Sexton.
HERSHFIELD— CHARLES, of 225 Maclaren St., Ottawa, Ont. Born at Win-
nipeg, Man., Dec. 24th, 1910; Educ: B.Sc (Civil), Univ. of Man., 1930. R.P.E. of
Ont.; 1928-30 (summers), estimating, dfting. & designing, Dominion Bridge Co. Ltd.,
Winnipeg; 1930-32, designing & dfting., city engr's. office, Winnipeg; 1935-41, engr.
i/c of design, detail, fabrication & erection of structl. steel, Standard Iron & Steel
Works, Toronto; Also design of structural elements of various structures in a prof,
capacity, and as consultant to various architects. At present, senior asst. engr., on
structl. design, works & bldgs. branch, Dept. of National Defence (Naval Service),
Ottawa, Ont. (Jr. 1935).
References: D. D. Whitson, S. W. S. Hall, J. N. Finlayson, A. E. Macdonald,
S. D. Lash.
McKIBBIN— KENNETH HOLDSWORTH, Lieut.-Col., R.C.O.C, of Halifax,
N.S. Born at Port Arthur, Ont., Dec. 11, 1915; Educ: B.Sc, (Mech.), Queen's Univ.,
1938; 1936-37 (summers), 1938— April 1939, and Sept. 1939 to Feb. 1940, R.C.O.C.
Workshops, Kingston and Petawawa; Apr. -Sept. 1939, Military College of Science,
Woolwich, England; Feb. 1940— Dec 1941, D.O.M.E., Military District No. 3;
1942, chief instr., R.C.O.C. Training Centre, Kingston; 1942 — Mar. 1943, overseas,
studying training methods; Apr. 1943 to date, D.O.M.E., Military district No. 6,
Halifax, N.S. (St. 1935, Jr. 1941).
References: N. C. Sherman, D. S. EUis, L. F. Grant, D. M. Jemmett, R. A. Low.
MacNEIL— DUNCAN PAUL, of Arvida, Que. Born at Glace Bay, N.S., Mar. 2,
1910; Educ: B.Sc, (Mech.), N.S. Tech. Coll., 1936; 1926-29, reconstrn. work at
mines of New England Fuel <fc Transportation Co., West Virginia, U.S.A.; 1934-35
(summers), highway work, N.S. Dept. of Highways; 1936-40, dftng. and general
engrg.. Dominion Steel & Coal Corp., Sydney, N.S.; 1940 — Apr. 1942, dftng. and
general engrg., Steel Company of Canada, Montreal; 1942 — May, 1943, mtce. engr.
for aluminum and fluoride plants, and at present asst. purchasing agent. Aluminum
Co. of Canada, Arvida, Que. (Jr. 1938).
References: M. G. Saunders, A. C. Johnston, P. E. Poitras, A. T. Cairncross,
E. C. Kirkpatrick.
MILLER— DONALD WATERS, of St. Lawrence, Nfld. Born at Winnipeg, Man.,
June 1, 1908; Educ: B.Sc. (Civil), Univ. of Man., 1935; special student mining
engrg., McGill Univ., 1940; 1935-37, various jobs, principally engrg. gold mines and
prospects; 1937-39, engrg., 3 mos. Berens River Mines Ltd., 2 yrs. Island Mountain
Gold Mines Co. Ltd.; 1940^42, mining engrg., Aluminum Co. of Canada, Ltd.; 1942
to date, asst. mgr., Newfoundland Fluorspar Limited, St. Lawrence, Nfld. (St. 1935,
Jr. 1938).
References: R. F. Legget, A. E. Macdonald, C. V. Antenbring, H. A. Gray, F. L.
Lawton.
FOR TRANSFER FROM STUDENT
CALLUM— JOHN PARK, of 250 Pim St., Sault Ste. Marie, Ont. Born at Sarnia
Ont., Mar. 6, 1914; Educ: B.Sc, Queen's Univ., 1938; 1938-40, junior fuel engr.,
1940-42, master mechanic of blast furnaces, and at present asst. mech. supt., Algoma
Steel Corporation, Sault Ste. Marie, Ont. (St. 1938)
References: C. Stenbol, W. S. Wilson, W. D. Adams, F. J. McDiarmid, A. H.
Russell.
GIROUARD— LAURENT JEAN-BAPTISTE, of St. Lambert, Que. Born at
St. Laurent, Que, March 11th, 1916; Educ: B.A.Sc, CE., Ecole Polytechnique,
1942; Summers — i938, surveying, Quebec Streams Commn., 1939, road const™.,
Lakeshore Construction Ltd., 1940-41, Provincial Laboratory; 1942 to date, engr.,
Marine Industries Ltd., Sorel, Que. (St. 1940).
References: J. A. Lalonde, A. Gratton.
PAPOFF— WILLIAM NIKITOVITCH, of Rossland, B.C. Born at Blaine Lake,
Sask., Mar. 25, 1913; Educ: B.Sc. (Civil), Univ. of Sask., 1933; 1935-36, chainman,
instr'man. & dftsman., mineral claims surveys, N.W.T.; 1937 to date, on the engrg.
staff of the Cons. Mining & Smelting Co. Ltd., Trail, B.C., as instr'man., dftsman.
and asst. to chief on various surveys, etc., in British Columbia, North West Ter-
ritories and Saskatchewan. Also misc. surveys in connection with plant constrn. and
mining properties development. (St. 1935).
References: S. C. Montgomery, A. C. Ridgers, H. A. Moore, G. H. Bancroft,
A. S. Mansbridge.
SIMPSON— C. NORMAN, of Niagara Falls, Ont. Born at Port Arthur, Ont.,
Dec. 29, 1917; Educ: B.Sc. (Civil), Queen's Univ., 1940; Summers— 1936, recorder,
Geodetic Survey, 1937, surveying and sampling, Kenricia Gold Mines, Kenora, 1938
sub party leader, Geological Survey, 1939, instr'mn. airport constrn., 1940, junior
engr., Saguenay Power Co.; Apr. 1941 to date, asst. engr., H. G. Acres & Co., Niagara
Falls, Ont. (St. 1939).
References: A. W. F. McQueen, D. S. Ellis, J. H. Ings, P. E. Doncaster, C. Miller,
R. F. Legget, H. G. Acres, H. E. Barnett.
TANNER— WILLIAM JOHN, of Shawinigan Falls, Que. Born at Dundee, Que.,
Sept. 16, 1915; Educ: B.Eng., McGill Univ., 1939; 1937 (summer) Noranda Mines,
Ltd.; 1938 (summer), Southern Canada Power Co.; 1939-40, Canadian International
Paper Co. Ltd., Gatineau Mill, Que.; Aug. 1940 to date, engr. in gas scrubbing plant,
Aluminum Co. of Canada, Shawinigan Falls. (St. 1938).
References: A. R. Roberts, C. M. McKergow, R. E. Jamieson, E. Brown, W. M.
Harvey.
THE ENGINEERING JOURNAL July, 1943
439
Industrial News
COMMERCIAL STANDARD
FOR MINERAL WOOL
The U. S. Department of Commerce,
National Bureau of Standards, Washington,
D.C., have issued bulletin CS-105-43, 21
pages, which promulgates a commercial
standard for mineral wool in loose, granulated
or felted form in low-temperature installa-
tions. It covers the minimum physical and
chemical requirements of this material includ-
ing thickness of insulation required for various
operating temperatures, specifications for aux-
iliary materials, tests, installation require-
ments and method of guaranteeing compli-
ance with the standard. Copies are obtainable
direct from the Superintendent of Documents,
U.S. Government Printing Office, Washing-
ton, D.C., at five cents each.
SYNTHETIC RUBBER PLANT
The first synthetic rubber manufacturing
plant in the British Empire was placed in full
scale operation on June 14th by Naugatuck
Chemicals Limited, affiliate of Dominion
Rubber Company Limited.
The new development will produce "Thio-
kol," one of the five commercial types of
synthetic rubber, and the complete output of
the plant has been placed at the disposal of the
Dominion Government. "Thiokol" was first
developed in the United States more th in ten
years ago, and is widely used in the production
of various types of mechanical rubber goods.
For some specific purposes, "Thiokol" is
superior to natural rubber, especially in its
resistance to oil, grease, acid and sunlight, It
is said to rank high in impermeability to gases
and water.
The production in Canada of "Thiokol"
synthetic rubber means that Canada can rely
on an uninterrupted supply of essential rubber
for the construction of vital oil and gasoline
resisting hose for fuelling planes, ships, etc.,
and for other specific uses in war production.
"Thiokol" is rated as being a synthetic rubber
with scores of uses in the petroleum industry
alone. It is claimed to be an outstanding
product for lining chemical and acid tanks and
pipes and hose for handling high octane rating
fuels, and field gasoline storage tanks for fuel
supply bases.
Like many important inventions, "Thio-
kol" was discovered accidentally, through
experiments to produce anti-freeze. It is com-
pounded from the products of sulphur and
salt mines, and gas wells.
Industrial development — new products — changes
in personnel — special events — trade literature
George Spence
DRIVE CHAINS
Jeffrey Manufacturing Company, Ltd.,
Montreal, Que., have for distribution cata-
logue No. 725, 84 pages, covering a complete
line of steel drive chains of both the steel
thimble roller and finished roller types. Be-
sides large scale illustrations of individual
chains, sprockets, etc., the catalogue contains
numerous illustrations of chains in actual
service situations. Specification tables relating
to chains and their component parts and
tables of useful information make up the
balance of the volume.
ELECTRIC HEATERS AND
HEATING DEVICES
Canadian General Electric Company, Ltd.,
Toronto, Ont., have for distribution catalogue
No. CGED-650B, 48 pages, which is described
as listing "everything needed for small heating
jobs." In it are given construction features,
installation and application data, and many
tables, charts and diagrams providing a
veritable text book on the subject of electric
heaters and heating devices. Among the types
of units illustrated and described are the
company's Calrod, insertion, air and clamp-
on, immersion, fin Calrod, cartridge, strip,
oven and unit heaters. The company's lines of
soldering irons, glue pots, metal-melting pots,
cast-in immersion heaters for soft metals and
control equipment are also featured. Tables of
useful information to assist in selecting the
heater or device best suited to the job are
given, as are also photographs of installations
and a glossary of industrial heating publica-
tions issued by the company.
STEEL COMPANY CHANGES
The Steel Company of Canada Ltd. an-
nounces the appointment of D. B. McCoy as
general sales manager, succeeding George
Spence, who, after a long and distinguished
career spent entirely in the steel business, is
now retiring from the position of general sales
manager which he has held since 1926.
Mr. Spence was born in Hamilton, Ont.,
and was educated in that city. He entered the
business world in 1893 with the Canada
Screw Company, later joining The Steel Com-
pany of Canada on its formation in 1910. Mr.
Spence's experience in the industry has been
a varied one, being successively stock clerk,
head of invoicing, costing and accounting.
Later he joined the sales department, even-
tually taking charge of the company's New
York office in the interests of its export trade
during the Great War. He has travelled
extensively on trade missions to the Anti-
podes, the Orient, Africa, Europe and South
America. In 1919 he was placed in charge of
sales at Hamilton followed by his appoint-
ment in 1926 as general sales manager. After
this service record of practically fifty years,
he now retires carrying the good wishes of his
many friends in the industry.
Mr. McCoy was born in Belleville, Ont.,
where he received his early education before
joining the Toronto and Belleville Rolling
Mills in 1907. This firm was later absorbed by
the Canada Bolt & Nut Company, which in
1910 became a part of the newly formed
"Steel Company of Canada Limited." Mr.
McCoy successively became sales representa-
tive for Northern Ontario, then Eastern
Ontario, manager of the Vancouver office;
manager of the Toronto office and later
assistant general sales manager. In 1941 Mr.
McCoy was loaned to Wartime Merchant
Shipping Limited, where he became assistant
to the president, Mr. H. R. MacMillan. He
now returns to The Steel Company of Canada
Limited in the capacity of general sales
manager with headquarters at Hamilton, Ont.
INDUSTRIAL AND MARINE
PACKINGS
Crane Packing Company, Ltd., Hamilton,
Ont., have just issued catalogue No. 50
covering the complete line of "John Crane"
metallic, fabric, plastic and shredded metallic
packings, also plastic lead pipe-joint seal and
packing lubricants. General industrial pack-
ings, marine packings, petroleum packings,
chemical and refrigeration packings are fully
illustrated and described. A recommendation
chart furnishes a quick picture of styles that
may be successfully applied to given operating
conditions. Special emphasis is placed on
"John Crane" metallic condenser packing
rings. Comparative analysis of metallic rings,
fibre, ferrule and corset lace methods are
available in brief form.
SAVING TRUCK TIRES
Dominion Rubber Company, Ltd., Mont-
real, Que., have prepared a manual under the
caption "How To Save Truck Tires," and
designed as a guide and ready reference for
the fleet owner, average vehicle owner and
operator. The manual contains information
on lengthening the life of truck tires which is
presented in easily understandable and con-
cise terms. For instance, it tells how to match
duals, break in new tires, etc., and deals
authoritatively with recapping, tire storage
and load and inflation capacities. Copiously
illustrated with helpful diagrams and charts.
INSULATED POWER CABLE JOINTS
Phillips Electrical Works Ltd., Brockville,
Ont., have issued a 16-page bulletin, No.
E.B. 41/1. Entitled "How to Make Joints for
Insulated Power Cables" and giving step-by-
step jointing procedures, this bulletin is
devoted to presenting diagrammatically the
recommended procedures in the splicing of the
more usual types of insulated cables. Joint
protecting boxes, split, cast iron and tubular
type are similarly covered, as also are two
typical examples showing how drawings, pro-
viding specific dimensions to be followed by
cable splicers, which are enclosed in unit
packages, are handled.
D. B. McCoy
440
July, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, AUGUST 1943
NUMBER 8
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIELD STREET - MONTREAL
L. AUSTIN WRIGHT, u.e.i.c.
Editor
LOUIS TRUDEL, u.e.i.c
Asttetant Editor
N. E. D. SHEPPARD, u.e.i.c.
Advertiiing Manager
PUBLICATION COMMITTEE
J. A. LALONDE, u.e.i.c., Chairman
R. DeL. FRENCH, u.e.i.c, Vice-Chairman
A. C. D. BLANCHARD, u.e.i.c.
H. F. FINNEMORE, u.e.i.c.
T. J. LAFRENIÊRE, u.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
sad Affiliates, 25 cents a copy, $2.00 a year.
—Entered at the Post Office, Montreal, as
Second Class Matter.
"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
BLAST FURNACE YARD, SYDNEY PLANT OF DOMINION STEEL & COAL
CORPORATION, LIMITED Cover
NOTES ON THE DESIGN OF CONCRETE MIXES 444
S. D. Lash, M.E.I.C, and J. Douglas Lee
ALTERNATIVE FUELS FOR MOTOR VEHICLES 449
W. A. Lang
A QUARTER CENTURY OF STEEL PRODUCTION AT SYDNEY . . 455
M. R. Campbell
COTTON YARN DYEING 457
Robert J. G. Schofield, Jr. E.I.C.
OUR STAKE IN THE PEACE 460
William E. H ' ickenden
ROYAL ELECTRICAL AND MECHANICAL ENGINEERS .... 464
Colonel R. B. Maxwell
ABSTRACTS OF CURRENT LITERATURE 467
FROM MONTH TO MONTH 470
PERSONALS 476
Visitors to Headquarters 477
Obituaries 478
NEWS OF THE BRANCHES 480
LIBRARY NOTES 484
PRELIMINARY NOTICE 487
EMPLOYMENT SERVICE 488
THE INSTITUTE a* a body i* not responsible
•ither for the statements made or for the
•pinions expressed in the following pages.
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P. BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal. Que.
tH. E. BRANDON, Toronto, Ont.
•S. G. COULTIS, Calgary, Alta.
«G. L. DICKSON, Moncton. N.B.
JE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
•E. D. GRAY-DONALD, Quebec, Que.
•J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
•E. W. IZARD, Victoria, B.C.
• For 1943. t For 1943-44 t For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
JJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto. Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont.
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal. Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B
JC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING, Sault Ste. Marie. Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Arvida, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT. Chairman
JBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, 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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING. Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MacRAE
F. V. SEIBERT
E. STANSFIELD
G. W. WADDINGTON
JULIAN C. SMITH MEDAL
K. M. CAMERON, Chairman
C. J. MACKENZIE
C. R. YOUNG
MEMBERSHIP
J G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prixe
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galbraith Prise
L. F. GRANT, Chairman
H. E. BRANDON
N. B. MacROSTIE
Zone C (Province of Quebec)
Phelps Johnson Prime (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prise (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prise
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H.F. BENNETT. Chairman R. DeL. FRENCH
J BENOIT K. F. LEGGET
D. S. ELLIS A.E.MACDONALD
J. N. FINLAYSON H. W. McKIEL
POST-WAR PROBLEMS
W. C.MILLER, Chairman H. MASSUE
F. ALPORT
J. S. BATES
deGASPE BEAUBIEN
A. L. CARRUTHERS
J. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
G. l. Mackenzie
D. A. R. McCANNEL
A. W. F. McQUEEN
G. MacL. PITTS
P. M. SAUDER
D. C. TENNANT
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 OK
CIVIL DEFENCE
J. E. ARMSTRONG.
P. E. ADAMS
J. N. ANDERSON
S. R. BANKS
H. F. BENNETT
W. D. BRACKEN
W. P. BRERETON
J. M. DAVIDSON
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
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÉ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. O. SCOTT
T. G. TYRER
H. K. WYMAN
INDUSTRIAL RELATIONS
WILLS MACLACHLAN. Chairman
E. A. ALLCUT
D. BOYD S. M. GOSSAGE
J. P. BRIERLEY F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
R. DUPUIS W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS. Vice-ChaWman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
442
August, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vite-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
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Sec.-Treas., W. R. STICKNEY,
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Chairman,
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G. P. F. BOESE
H. J. McEWEN
K. W. MITCHELL,
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Calgary, Alta.
CAPE BRETON
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J. A. RUSSELL M. F. COSSITT
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B. W. PITFIELD
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Water Resource» Office,
Provincial Government,
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Executive,
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Sec.-Treas.,
Vice-Chair.,
Executive,
Sec.-Trea».,
HALIFAX
Chairman,
Executive,
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SAULT STE
. MARIE
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Chairman,
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Vice-Chair.
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Vice-Chair.
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Executive,
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Executive,
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OTTAWA
Chairman,
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Chairman,
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Vice-Chair.
S. R. FROST
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Executive,
F. J. BLAIR R. F. LEGGET
G. A. LINDSAY
E. G. HEWSON A. H. HULL
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C. F. MORRISON E. A. CROSS
W. H. B. BEVAN
(Ex-Officio)
H. E. BRANDON W. S. WILSON
J. H. BYRNE
T. H. HOGG C. R. YOUNG
(Ex-Officio)
,T. A. McELHANNEY
N. MacNICOL
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J. M. VAN WINCKLE
N. B. MacROSTIE
Sec.-Treas.,
S. H. deJONG,
Sec. Treas.,
A. A. SWINNERTON
Dept. of Civil Engineering,
Dept. of Mines & Resources,
University of Toronto,
Ottawa, Ont.
Toronto, Ont.
PETERBOROU !
VANCOUVER
Chairman,
A. R. JONES
Chairman,
W. N. KELLY
Executive,
R. L. DOBBIN
Vice-Chair.
T. V. BERRY
A. L. MALBY
Executive,
J. P. FRASER H. P. ARCHIBALI
F. R. POPE
R. E. POTTER I. C. BARLTROP
C. R. WHITTEMORE
E. S. JONES H. J. MacLEOD
(Ex-Officio)
, D. J. EMERY
(Ex-Officio)
, W. O. SCOTT
H. R. SILLS
C. E. WEBB
Sec.-Treas.,
A. J. GIRDWOOD,
Sec.-Treas.,
P. B. STROYAN,
308 Monaghan Road,
2099 Beach Avenue,
Peterborough, Ont.
Vancouver, B.C.
QUEBEC
VICTORIA
Life Hon.-
Chairman,
KENNETH REID
Chair.,
A. R. DÉCARY
Vice-Chair.
A. L. FORD
Chairman,
RENÉ DUPUIS
Executive,
H. L. SHERWOOD
Vice-Chair.. E. D. GRAY-DONALD
Executive, S. PICARD G. ST-JACQUES
L. GAGNON A. E. PARÉ
G.W.WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec.-Treas., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman, CHAS. MILLER
Vice-Chair., G. B. MOXON
Executive, J. FRISCH W. E. COOPER
F. T. BOUTILIER
(Ex-Officio), R. H. RIMMER J. W. WARD
ALEX. T. CAIRNCROSS
Sec.-Trea:, ALEX. T. CAIRNCROSS,
P.O. Box 33,
Arvida, Que.
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec.Treas., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman, J. T. DYMENT
Vice-Chair., T. H. KIRBY
Executive, C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
(Ex-Officio), W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
Sec.-Treas., T E. STOREY,
55 Princess Street,
Winnipeg, Man.
THE ENGINEERING JOURNAL August, 1943
443
NOTES ON THE DESIGN OF CONCRETE MIXES
S. D. LASH, m.e.i.c. and J. DOUGLAS LEE
Assistant Professor of Civil Engineering and Lecturer in Civil Engineering, respectively, Queen's University, Kingston, Ont.
SUMMARY — A simple method for the design of concrete
mixes is presented based upon three well established experi-
mental results — the water-cement ratio theory, the water-
content slump relation and the method of proportioning by
absolute volumes. The proposed method is based to a consider-
able extent on a recent report by Committee 613 of theAmerican
Concrete Institute. By means of a data sheet and a computa-
tion sheet the design of a mix for any condition is reduced to
an exceedingly simple and straightforward procedure.
Introduction
More concrete has been placed during the past 25 years
than ever before. More attention has been given to the
proportioning of concrete mixes both in the laboratory
and the field. On the basis of this prodigious volume of
experience, certain principles governing the proportioning
of concrete mixes have become fairly well established.
These principles are well known to the specialist but they
are not as familiar to the man who only uses concrete
occasionally on small jobs. The large amount of technical
literature on concrete mixing presents a confusing picture
and, in many instances, the consequence is that the
experience of the past quarter century is ignored and
empirical rules belonging to a previous era are followed
instead. The result is often either poor concrete or un-
necessarily costly concrete. Proper proportioning of mixes
will not guarantee good concrete. However, concrete
making is like cake making in many ways and a good recipe
helps a lot. It is the purpose of these notes to aid in selecting
the recipe.
Theory
In 1918, Abrams® stated the water-cement ratio theory.
According to this theory the strength of concrete for any
given cement is determined entirely by the ratio of water
to cement. The greater this ratio the less the strength. The
only limitation prescribed by Abrams was that the mix be
workable, i.e., it must not be so wet that the larger stones
sink to the bottom and the cement comes to the top and it
must not be so dry that it cannot be consolidated properly.
Experience has served to confirm the Abrams' theory — it is
the basis of most modern methods of proportioning con-
crete. Perhaps to-day we should .state it a little differently
and say that the water-cement ratio is the most important
factor affecting the strength of concrete. It is known that
there are other variables such for example as the shape, size
and surface texture of the aggregate. These variables,
however, only influence the strength to a comparatively
small extent. If we can make concrete that will come within
10 per cent of the intended strength as indicated by tests
on a few cylinders we feel we are doing quite well. Within
such limits the effects of other variables may be neglected.
Moreover the strength does not appear to increase with
decrease in water-cement ratio below a certain value even
though the resulting concrete may be workable. This point
seems to need further investigation.
Abrams expressed the relation between strength and
water-cement ratio by the equation
Jc RX
(1)
in.
where fc = compressive strength in lb. per sq.
under standard conditions.
A = constant — usually 14,000
B = constant — varies with quality of the cement
and x = the water-cement ratio = w/c
From a consideration of equation (1) it will be seen that,
keeping other things the same, the strength of concrete may
be increased either by increasing the amount of cement or
by decreasing the amount of water. It sometimes seems a
little unfortunate that Abrams chose to express his results
in terms of the water-cement ratio rather than in terms of
its reciprocal the cement-water ratio. The relation between
strength and cement- water ratio is more nearly linear and
can often be represented by a first degree equation of the
forms®. / x
f<-M + N[£) (2)
Thus the strength of the mix is proportional to the amount
of cement in the cement water paste.
Figure 1 shows results of recent tests at Queen's Univer-
sity. It will be noted that strength increases with diminishing
water-cement ratio until the latter equals 0.5.
In Fig. 1(a) the relation between strength and water-
cement ratio is plotted and in Fig. 1(b) the relation between
strength and cement-water ratio. The maximum error
involved in putting a straight line through the latter points
is about 8 per cent. This line has the equation —
fr = 3800 c/w— 3000 (3)
A second fact, less widely known, has been established by
experiment regarding the consistency of concrete as
indicated by the slump test®. For a given quantity of
water per cubic yard of concrete the consistency is prac-
tically constant regardless of the relative proportion of the
other materials. This amount of water will be referred to as
CO
Q-
X
r-
O
2
bJ
rr
r-
CO
o
CD
CM
4000
3000
2000
<
f'
FIGURE la
EACH POINT REPRESENTS THE MEAN
OF EIGHT TEST RESULTS
0-4 0-5 0-6 0-7 0-8
WATER - CEMENT RATIO BY WEIGHT
CO
0-4000
o
z
UJ 3000
e
r-
co
>
< 2000
o
CO
CM
FIGURE lb
<
/ \
>
■>
P/
1
EACH POINT REPRESENTS THE MEAN
OF EIGHT TEST RESULTS
1-0 1-5 2-0 2 3 3-0
CEMENT- WATER RATIO BY WEIGHT
Fig. 1 — Diagrams showing the result of tests to determine (a) the relation between strength and water/cement ratio and
(b) the relation between strength and cement/water ratio.
444
August, 1943 THE ENGINEERING JOURNAL
- " - "
^HË
jhiG9SK.^l
si
r% . smh^k
m fl ;
-, ^I^^k
R. V *^fB
water /cement = 0.4
mix: 1-1.3-1.6
water /cement = 0.5
mix: 1-1.7-2.1
water /cement = 0.6
mix: 1-2.1-2.6
water /cement = 0.7
mix: 1-2.5-3.1
water /cement = 0.8
mix: 1-3.0-3.6
Fig. 2 — Typical slump tests of mixes having different water/ cement ratios but the same water content.
the water content and is expressed in pounds per cubic yard.
Other variables influence the slump to a lesser extent —
these include the size, gradation, and shape of the aggre-
gates. For any particular material the latter factors remain
constant and the slump is almost entirely fixed by the
water content. This is illustrated in Fig. 2 which shows
slump tests from mixes having widely different proportions
of cement and aggregates but the same water content. The
same results are included in those shown graphically in
Fig. 3, indicating that for all practical purposes the mixes
may be considered as having the same slump.
A third fact, also established experimentally, is that the
volume of concrete produced by mixing known quantities
of materials can be estimated quite closely by assuming that
the voids between the particles of aggregate are completely
filled up with cement paste. This means that air voids are
assumed to occupy a negligible amount of space and con-
sequently the volume of the concrete is equal to the sum of
the absolute volumes of its constituent materials. The
term absolute volume is used to indicate that it is not the
loose volume including voids that is meant. The simplest
practical way to find the absolute volume of any given
quantity of material is to make use of the relation between
density and volume :
Absolute volume in cu. ft. = Weight in lb. divided by
density in lb. per cu. ft.
The densities of materials commonly used for aggregates
are well established or may easily be found by a simple
experiment. The density of cement may be taken as 195 lb.
per cu. ft.
Support for the above theory may be found by comparing
the observed densities of concrete with the calculated
values. Table I shows results that have been obtained at
Queen's University.
TABLE I
Comparison of Observed and Calculated Densities of
Concrete Mixes
Water-cement
ratio
Observed
density
lb. per eu. ft.
148.6
149.5
147.5
145.2
145.6
Calculated
density
lb. per cu. ft.
147.5
146.8
145.3
145.3
145.2
Calculated
density
observed density
x 100
99.3 per cent
98.2 " "
98.5 " "
100.1 " "
99.7 " "
average 99.2 per cent.
The agreement is within the probable range of experiment
error.
A Simple Method of Designing Mixes
A simple method of proportioning mixes may be arrived at
on the basis of the preceding three facts. Suppose that we
have one cubic yard of concrete. Let this be made of
w cu. ft. of water weighing 62.4 w lb.
c cu. ft. of cement weighing 195 c lb.
a cu. ft. of aggregate weighing D a lb.
D being the density of aggregate
then w + c + a = 27 and the calculated density of the
62.4 w 4- 195 c + D a
mix is
27
lb. per cu. ft.
Now, 62.4 w is the water content in pounds per cubic yard
62.4 w
and this will determine the slump. The quantity — — —
is the water-cement ratio by weight and this determines the
strength and durability. If these quantities are known in
advance, the mix can be proportioned. These quantities are
known since the problem in proportioning a mix is to arrive
at prescribed values of strength and slump.
A further problem is to divide the aggregate into fine
aggregate — usually sand, and coarse aggregate, which may
consist of either rounded or angular particles. The old rule,
which many still follow, is to use twice as much coarse
aggregate as fine. With the majority of aggregate this ratio
is too great. The resulting mix is deficient in fine particles
and is consequently harsher and more difficult to place than
it should be. It cannot be too strongly emphasized that
a concrete mix is only satisfactory if it can be consolidated
properly without appreciable difficulty by suitable methods.
Experience, combined with a certain amount of theory,
has established the best ratios of fine to coarse aggregate
for a wide range of practical materials. This ratio depends
on:
1. The size of the coarse aggregate — with large par-
ticles, less fine material is required to fill the voids.
to
IX)
X
o
z
a.
_l
CO
10
12
EACH POINT REPRESENTS THE MEAN
OF TWO TESTS
04 O-S 0-6 0-7 0-8
WATER-CEMENT RATIO BY WEIGHT
Fig. 3 — Diagram showing the result of tests to determine
relation between slump and water/cement ratio.
THE ENGINEERING JOURNAL August, 1943
445
TABLE 1
Net Water-Cement Ratios for Various Types of Structures
and Exposure Conditions1
TABLE 3
Approximate Percentage of Fine Aggregate and Approximate
Total Water Content per Cubic Yard of Concrete1
Water-Cement Ratio2 Imperial
Gallons per Canadian Sack
(87 V2 Pounds)
Class of Structure
Thin Sections
Moderate
Sections
Heavy
and
Rein-
forced
Plain
Rein-
forced
Plain
mass
sections
A. Ordinary exposed parts
of structures, buildings
and portions of bridges
not subject to contact
with water
m
5
5>2
B. Pavement slabs directly
on ground :
1 . Wearing slabs
2. Base slabs
414
5
bV2
C. Special cases:
1. For concrete not exposed to weather, and portions of structures
entirely below ground the water-cement ratio should be selected
on the basis of strength.
2. Concrete exposed to the action of alkali soils requires special
investigation and at sites where alkali concentrations are or may
become, very high Portland cement concrete cannot be recom-
mended.
3. For concrete exposed to sea water reference may be made to
CESA Specification for concrete and reinforced concrete, 1942.
adapted from Table I of the Report of Joint Committee on Recom-
mended Practice and Standard Specification for Concrete and Rein-
forced Concrete, 1940.
2Surface moisture of aggregate must be included as part of the
mixing water.
TABLE 2
Relation Between Strength and Water-Cement Ratio for
Ordinary Concrete1
Max. Size2
of coarse
Total water content
pounds per cubic
yard
Approximate percentage of
fine aggregate to total by
absolute volumes
aggregate
inches
Slump in inches
3Grading of fine aggregate
1
3
5
Fine
Medium
Coarse
%
315
335
355
46
49
52
W2
285
305
325
39
42
45
3
260
275
290
33
36
39
adapted from Table 5 of the "Proposed Recommended Practice
for the Design of Concrete Mixes" Committee 613 American Concrete
Institute.
2Maximum size has the following meaning:
For %, \y<i and 3 inch maximum size aggregate at least 5 per cent
shall be retained on the Yi, 1 and 2J/£ inch sieves respectively.
3Fineness Modulus: 2.2 — 2.6 Fine grading.
2 . 6—2 . 9 Medium grading.
2 . 9 — 3 . 2 Coarse grading.
Notes:
1. The above values are for reasonably well graded materials having
average characteristics with angular coarse aggregate.
2. For rounded coarse aggregate decrease water content by about
25 lb., and amount of fine aggregate by about 5 per cent.
3. For stone sand increase water content by about 15 lb., and
amount of fine aggregate by about 3 per cent.
TABLE 4
Density and Absorption of Aggregates
Material
Density lb. per cu. ft.
Absorption
per cent by
weight
Max.
Min.
Average
Sand
Limestone
Trap rock
Granite
162
162
175
165
169
169
188
172
167
166
181
168
0.5 to 1
0.5 to 1.5
0 3 to0.5
0.3 toO. 5
Specified Compressive
Strength lb./sq. in.
Water-Cement
Ratio by Weight
Water' Content Imp.
Gallons per 87>è lb.
sack of Cement
2000
2500
3000
3500
4000
0.66
0.59
0.52
0.46
0.42
5H
5
4
m
'From CESA Specifications for Concrete and Reinforced Concrete
A29-1942 and National Building Code.
TABLE 5
Surface Water Carried by Average Aggregates
Aggregate
Percentage by
weight
Gallons per
Cubic Foot
Very wet sand
7
5
2
1M
y$toH
Moderately wet sand
Moist sand
Moist gravel or crushed rock
Fig. 4 — Data sheet for the design of concrete mixes.
2. The shape of the coarse aggregate — angular aggre-
gate require more fine aggregate than rounded aggregates.
3. The grading of both the fine and coarse aggregates.
By grading is meant the relative numbers of large and
small particles in the aggregate. Specifications for aggre-
gates (for example CESA Specification A29-42) contain
limits on grading as determined by sieve analysis.
Committee 613 of the American Concrete Institute have
recommended definite proportions of fine aggregate to total
aggregate based on the above variables.® These recom-
mendations are included in the data sheet presented above.
Only the grading of fine aggregate is included as a variable
though it is presumed that the coarse aggregate is "reason-
ably well graded." The grading of fine aggregate is classified
as fine, medium or coarse and these terms are further related
to the "fineness modulus." For the benefit of those who
are not familiar with the latter term it may be explained
that the fineness modulus is an arbitrary measure of the
fineness of an aggregate and that in the case of fine aggre-
gates it is determined in the following way: — about 2% lb.
(or 1,000 gm.) of aggregate is taken and dried, then sieved
through a No. 4 sieve — any material retained on this sieve
being rejected. The remainder of the sample is then sieved
successively on the following sieves, No. 8, 16, 30, 50 and
100. The amount retained on each sieve is weighed and the
weights expressed as percentages of the total passing the
No. 4 sieve. The fineness modulus is defined as 1/100 of
the sum of the percentages retained on the specified series
of sieves. Table II illustrates the method of calculating the
fineness modulus.
446
August, 1943 THE ENGINEERING JOURNAL
TABLE II
Calculation of Fineness Modulus
Sieve
Percentage retained on
Percentage coarser
No.
each sieve
than each sieve
8
3
3
16
35
38
28
40
78
50
15
93
100
5
98
passing 100
2
—
100
310
fineness modulus = y^- = 3.1
In practice the ratio of fine to coarse aggregate can usually
be varied appreciably without any noticeable changes in
either the economy of the mix or its ease of placing.
With the foregoing considerations in mind two forms
have been prepared. One is a data sheet (Fig. 4), the other
a form for recording computations (Fig. 5). The data sheet
contains figures which may be used in computations in the
absence of more exact information.
Table 1 gives water-cement ratios for durability under
various conditions. By exposed concrete in Table 1 is meant
concrete exposed to moderate or severe weather conditions
such as may occur in all parts of Canada.
Table 2 (from CES A specification A29-1942 and the
National Building Code) gives water-cement ratios for speci-
fied strengths of ordinary concrete, that is, concrete made
from normal Portland cement under conditions which are
not carefully controlled. Considerably higher strengths may
be expected where conditions are carefully controlled, or
where special cements are used.
Table 3 shows the approximate water content and the
ratio of fine aggregate to total aggregate recommended by
ACI Committee 613. Permission to present these recom-
mendations has been kindly granted by the American Con-
crete Institute. They point out that the Committee Report
has not yet been approved by the ACI as a whole and that
changes may be made before this is accomplished. Naturally
the values given for water content in Table 3 are only
approximate since the consistency depends upon particle
shape and grading of the aggregate. A simple test using a
small trial mix will indicate whether or not the water con-
tent given in the table is correct for the materials which
are to be used. If the slump does not prove to be close enough
to the required figure it is an easy matter to correct it either
by adding more water or more aggregate. The actual
water content can then be calculated. It is unlikely that
any corrections of the fine aggregate ratio will be required
as the effects of small changes in the quantity of fine aggre-
gate on consistency are not pronounced.
Table 4 gives average figures, based on a survey of pub-
lished information, of the density of common types of con-
crete aggregates. If more accurate figures are required it is
easy to obtain them by weighing the aggregate in air and
water (Test for Specific Gravity and Absorption of Aggre-
gates ASTM C127-42, C128-42).
Table 4 also indicates the absorption of water to be ex-
pected with various types of aggregates.
Table 5 (adapted from CES A Specification A29-1942 and
National Building Code) indicates the approximate amount
of surface water carried by aggregates.
Examples of Design of Mix
The use of the computation sheet (Fig. 5) can best be
shown by means of an example.
Data
Required strength — 3,000 lb. per sq. in. at 28 days.
Exposure — Ordinary exposure to weather, section of
moderate thickness reinforced.
Required slump — 4 inches.
Fine aggregate — Sand in a moist condition — medium
grading.
Coarse aggregate — Crushed limestone maximum size
\}/2 inches, dry condition.
The mix will be worked out on the basis of one bag of
cement.
Procedure
The above data are entered on the computation sheet
(Fig. 6) and reference is made to Fig. 4 where necessary.
For the given conditions of exposure the maximum water-
cement ratio is found from Table 1 to be 5 gallons per
sack. From Table 2 it is seen that for a strength of 3,000
lb./sq. in. the water-cement ratio should be 0.52 by weight
or 43^> gallons per sack. The strength requirement is there-
fore the governing factor and a water-cement ratio of 0.52
is used.
To determine the approximate water content, reference
is made to Table 3. Using aggregate of lj^ in. maximum
size, angular in shape and designing for a 4 in. slump the
water content is estimated by interpolation to be 315 lb.
per cu. yard. At the same time it is noted that the fine
aggregate should amount to 42 per cent of the total aggre-
gate. These values are entered on the computation sheet.
Referring to Table 4 it is seen that the densities of the
fine and coarse aggregate may be assumed as 167 and 166
lb. per cu. ft. respectively, and that the coarse aggregate
will absorb about one per cent of its weight of water. The
free moisture in the fine aggregate is estimated from Table 5
at two per cent by weight.
The next step is to work out the proportions of the mix
on the basis of absolute volume. Firstly, the volume of
water is computed by dividing the water content by 62.4.
Next, the weight of cement is found by dividing the water
content by the water-cement ratio and this is expressed as
a volume by dividing by 195, the assumed density of cement.
DESIGN OF TOIrtL/FIELD MX JOB DATE
Required Strength
Teat results (av.)
Assumed data
Water cement ratio
V.'ater content
lb/sq.ln.
lb/sq.ln.
days
days
Slump
Test
Ids.
Ins.
by wt.
lb/cu.yd.
gals ./sack}
Fine aggregate -
density e lb/cu.ft. absolute volume
absorrtion = per cent free moisture = per cent
proportion of total aggregate - by absolute volume
Coarse aggregate -
density = lb/cu.ft. absolute volume
absorption ■= per cent free moisture ■ per cent
proportion of total aggregate ■* by absolute volume
Proportions by Absolute Vol
ume
In 1 cubic yard of concrete there will be:
water lb. *=
-
cu.ft.
62.4
cement lb. ■
cu.ft
27.00
195
water + cement
-
cu.ft.
total aggregate ■
fine aggregate (
)
-
cu.ft.
course aggregate I
)
-
cu.ft.
Total
=
cu.ft.
Proportions by .Veight
abs. vol.
density
wt
mix by wt. per batch lb.
cu.ft.
lb/cu.ft.
lb
wt.
water
52.4
lb.
cement
195
1.00 • gale/sack
fine aggregate
coarse aggregate
27.00
Correction of Water for Moi
sture or Absor
ptlon
free water or water abac
rbed in lb.
fine a
ggregate ■ ( ) lb.
free wtiter or water abso
rbed in lb.
coarse
eggregate - ( ) ■ lb.
correction ■ lb.
Fig. 5 — Computation sheet for the design of concrete mixes.
THE ENGINEERING JOURNAL August, 1943
447
DK3IGN OF TRI.-.U HELD MX
1£VS_
DATE \3 .)ont '^■«V3
Required Strength
Teat results (av.)
Assumed data
Jooo
lb/sq.ln. at
lb/aq.in. at
20
days
days
Slump ^f
Test
Ins.
ins.
Water cement ratio
Water content
Fine aggregate -
density -
absorption -
3i*
by wt,
lb/cu.yd.
( ' -^'/* gals./aack)
\b7
lb/cu.ft. absolute volume
per cent free moisture
proportion of totel aggregate ■ O-^-T. by absolute volume
Coarse aggregate - CrusVi^di \\»v»e<;tow« \ /*2_
density = \<m<* lb/cu.ft. absolute volume
absorption - I per cent free moisture ~ O
proportion of total aggregate » O-^B by absolute volume
Proportions by Absolute Volume
In 1 cubic yard of concrete there will be:
water îlÇ lb. - ^V?
*2. per cent
cement 3*? lb.
o-51
62.4
feo7
ÇûÇcu.ft.
3-t?.cu,ft
water ♦ cement
■8 ïTcu.ft.
total aggregate
27.00
fine aggregate (»ft-M) o* 51
• 7-qicu.ft.
coarse aggregate (IS-Ô4) o- Çô -|Q -^icu.ft.
Total •=XT0ocu'ft* *S
Proportions by Weight
abs. vol.
cu.ft.
density
lb/cu.ft.
trt.
lb.
rail by
wt.
wt. per
batch lb.
water
cement
fine aggregate
coarse aggregate
5 oÇ
3 17.
62.4
195
ifc7
ifct
3<5
fco7
o ça
1.00
3 -oo
4+jlb.
4-41gals/sack
27.00
Correction of Water for Moisture or Absoi
ptlon
-egate •
;gregate -
(aii)-oi
correctiol
free water or
fine aggj
coarse a
-18lb.
-iUb.
- lllb.
water absorbed In 241.1b,
Fig. 6 — Example of use of computation sheet for design of
concrete mixes.
(If the cement content of the mix is of interest it can be
found directly from the weight of cement per cubic yard).
The volume of water and cement have now been found.
Subtracting this sum from 27 gives the total volume of
aggregate which in this example is 18.84 cu. ft. The volume
of aggregate is now divided into fine and coarse in accord-
ance with the ratios previously established. A check on the
accuracy of the arithmetic up to this stage is obtained by
summing the volumes, which should total 27 cu. ft.
The next step is to convert the proportions by absolute
volume into proportions by weight. This is done by multi-
plying each figure by the appropriate value of density. For
the cement and water the results are already known. In
this way the weights of materials contained in a cubic yard
of concrete are found. If the unit weight of the concrete in
pounds per cubic foot is desired it may be found by dividing
the total weight by 27. For the example chosen this works
out to be 150 lb. per cu. ft. The mix is expressed in the form
of a ratio by dividing through by the weight of cement. The
value for water is of course the water-cement ratio. Finally
the weights per batch are found by multiplying all the.
quantities by the weight of a bag of cement (87J^ lb.).
It remains to correct the water for free moisture or absorp-
tion by the aggregate. The method of doing this will be
obvious from the example.
A slump test performed on a small batch of perhaps 35
lb. is desirable to check the accuracy of the mix design.
Otherwise any adjustments to the consistency may be
made as the work progresses. It is interesting in this regard
to examine the effects of the water content on both strength
and consistency.
Permissible Variations in Water Content
It has been pointed out that the consistency depends
upon the water content per cubic yard (Fig. 3) and that a
change in the water content of about 10 lb. will produce a
change in slump of one inch (Table 3). At the same time
it can be shown that a change of 10 lb. in the water content
(3 to 4 per cent of water used) is not accompanied by a
change of strength of more than 5 per cent irrespective of
the position on the water-cement ratio curve (Fig. 1). This
result may be expressed in another way. Varying the water-
cement ratio by one-quarter of a gallon per sack will result
in one or two inches change in slump, and about 5 per cent
change in strength. Thus if the slump is controlled within
one inch of the prescribed figure the possible variation in
water-cement ratio and in strength is negligible.
Field Control
The above reasoning leads to the conclusion that for
most practical purposes strength may be closely controlled
by controlling slump provided the design of the mix is
approximately correct. In this way compensation is auto-
matically made for variations in the moisture content of
aggregates. Once the mix has been correctly designed the
man at the mixer is then only responsible for adding suf-
ficient water to bring the slump to the desired figure.
Acknowledgements
The writers are grateful to Mr. C. O. P. Klotz for helpful
suggestions in regard to subject matter, and to the Canada
Cement Company, Limited, for kindly furnishing the
cement for these and other tests.
References
©Abrams, I). A., "Design of Concrete Mixtures," Bulletin No. 1
Structural Materials Research Laboratory, 1918.
®Lyse, Inge, "A Study of Quality, the Design, and the Eronomy of
Concrete," Journal Franklin Institute, April, May, June, 1936.
^McMillan, F. R., "Basic Principles of Concrete Making," 1929,
McGraw Hill.
©"Proposed Recommended Practice for the Design of Concrete
Mixes Reported by ACI Committee 613." Jour. Am. Concrete Inst..
Jan. 1942.
448
August, 1943 THE ENGINEERING JOURNAL
ALTERNATIVE FUELS FOR MOTOR VEHICLES
W. A. LANG
Research Chemist, Research Council of Alberta, University of Alberta, Edmonton, Alia.
Paper presented before the Edmonton Branch of The Engineering Institute of Canada, on February 23, 1943.
Introduction
The primary source of motor fuels in the world to-day is
crude petroleum. Natural gasoline and gasoline produced
from oil shales, bituminous sands, etc., are here considered
as related products.
Alternatives include liquid fuels obtained from coal, first
by direct hydrogénation in the Bergius process; second by
the synthesis of water gas in the Fischer Tropsch process;
and third by high temperature carbonization producing
benzol. These also include alcohols, both methyl and ethyl,
used as blends with gasoline; gases, such as methane, ethane,
propane, butane, acetylene and manufactured gases and gas
made from solid fuels in portable producers attached to the
vehicle. Hydrogen, ammonia, etc., have been tried. Pow-
dered coal and colloidal coal, i.e., a suspension of coal-dust
in oil, have also been used in diesel engines.
The vital importance of home-produced motor fuels has
long been realized, especially in countries with restricted
oil resources. The known oil reserves are being depleted.
In wartime, the difficulty or impossibility of importing oil
restricts its use to vital services. Reduction in imports also
reduces difficulties of exchange. It is not unreasonable there-
fore to anticipate that, in many countries, gasoline may
in the near future be reserved for use in aviation.
As regards the countries that have oil resources and
those that have not, it may be noted that, of the total
234 billion barrels of crude oil produced in 1941: 65 per
cent was produced in North America; 14 in Central and
South America; 13 in Europe; 5 in Asia; 3 in Oceania and
trivial amounts in Africa and other countries.*
The oil consumption presents a different picture. The
European continent is the second largest consumer of com-
mercial motor fuels and, prior to the war, imported about
75 million barrels of gasoline yearly, in addition to the
*For detail figures of world crude-oil production, see Jour. Inst, of
Petrol. Vol. 28, No. 223.
amount produced at home. Even in the United States, the
visible supply of crude oil is stated to be only sufficient for
fifteen years at the present rate of consumption, and the
latter is increasing rapidly.
The need for alternative fuels became obvious in the last
war, and resulted in many countries conducting intensive
research investigations, seeking to utilize fuels from their
products, etc.
The use of indigenous fuels has been encouraged by taxes
on imported fuels and by reduction of taxes on home fuels
and on vehicles using such fuels. Conversions of motor
vehicles to the use of alternative fuels have been assisted
by partial payments and interest free loans and have been
compelled by required conversion of a percentage of a motor
fleet, or by required use of a percentage of home produced
fuel.
Progress, however, has been slow, due to the convenience,
efficiency, availability and low cost of gasoline. But the
state of war throughout the world, with consequent loss of
supplies of mineral oils, has hastened conversion and made
Europe a testing ground for all kinds of gasoline substitutes.
Table I gives a summary of the world production of the
more important alternatives for 1939. The production of
each substitute in any country is shown as a percentage
of the total production of substitute in that country, and
the latter value is shown as a percentage of the world's
production.
The subject of alternative fuels is so comprehensive that
it is impossible to discuss in detail the major developments,
and, further, the publication of much recent work has been
forbidden.
While it is desirable that a complete power unit should be
specifically designed for the particular fuel to be used,
present day conditions necessitate the conversion of many
existing vehicles. Even though the converted engine may
not be as efficient as when used with gasoline, factors such
TABLE I
World Production More Important Alternative Fuels — 1939
Total 104,644,700 barrels
Alternatives
Gasoline :
(1) Natural Gas
(2) Coal
(3) Shale Oil
(4) Benzol
(5) Alcohol
(6) Liquefied Gas
(7) Methane
(8) Manufactured Gas,
(9) Producer Gas
Percentage
of total
alternatives
60
17
1
9
7
6
T
T
T
Productions of alternative fuels by countries — Shown first as a percentage of
world's production and second as percentage of countries' production.
United
States
48
87
Great
Britain
3
56
T
4
2
35
T
4
T
T
T
T
T
T
Germany
11
62
4
23
1
7
1
7
Japan
2
40
2
60
Fiance
1
26
T
S
S
18
2
47
Italy
T
T
3
55
T
11
1
18
T
6
T = up to 0.5 per cent. S = more than 0.5 per cent, but less than 0 per cent.
Data compiled from V. R. Garfias and R. C. Whetsel, A.I.M.M.E. Trans. Petrol. Div., 1941, 142, 246.
THE ENGINEERING JOURNAL August, 1943
449
as lowered cost, availability, etc., may more than com-
pensate for this.
The lower efficiency of operation with many alternative
fuels has enforced some limitations on their general adapt-
ability. With some, a new driving and mechanical technique
must be learned. Some fuels have low heat values. The rela-
tive heat values of various alternative fuels are given in"
Table II.
The significant heat value of a fuel, as purchased, is its
net heat value per pound, per gallon, or per cubic foot,
according to the basis of measurement for purchase. But
the significant heat value in combustion, particularly in
the internal combustion engine, is the net heat value per
cubic foot of the ideal air-fuel mixture, as it enters the
combustion chamber. These values are given in the last
column of Table II, and it is noticeable that although the
heat values shown per pound range from 5,000 to 50,000,
the corresponding heat values per cubic foot, at 60 deg. F.
and 30 inches and dry, of the ideal mixture only range from
80 to 112. Hexane, which is one of the gasoline hydro car-
bons, has a value of 94. It is thus not exceptionally high.
The alternative fuels here discussed are : natural gasoline
and gasoline and benzol derived from coal, compressed gases,
liquefied gases, power alcohol and producer gas.
Hydrogénation
Coal can be converted directly and almost completely
into gasoline by hydrogénation, as in the Bergius process.
This is a high pressure (4,000 lb), high temperature (850
deg. F.), conversion. Also coal, or coke made from coal,
can be made into water-gas and the latter converted into
gasoline by the Fischer-Tropsch process, which involves a
low pressure and comparatively low temperature (350 dog.
F.) synthesis. The latter process gives lower yields, but
the capital cost is less and smaller plants can be operated.
Hydrogénation is also used to make gasoline from coal tar.
These processes originated in Germany and form the major
source of alternative fuel in that country. The coal and
tar hydrogénation plant at Billingham, England, is the only
large plant available to the allied nations.
Estimates of capital and production costs are necessarily
uncertain. It seems probable that the capital cost of a coal
hydrogénation plant is about $250 per ton of annual output
capacity, and that a forty million dollar plant is the econ-
omic size. The capital cost of a plant for production from
coke through water gas is about $125 per ton of annual
output capacity and a one to two million dollar plant would
be economic. If it were necessary, however, to include con-
struction of the coke oven plant, the $125 would be raised
to $270 and the economic unit would be larger.
The cost of gasoline by either process, in Great Britain,
is estimated to be of the order of 21 cents per gallon, even
though the interest allowed was only 3J/£ per cent and
amortization taken at 15 years at 2^ per cent compound
interest.
The British Labour Party committee, after investigation,
concluded that viewed solely from the point of view of
providing a large measure of employment, the hydrogéna-
tion and synthetic processes do not offer a very hopeful
prospect in relation to the cost involved. If this is the case
in Great Britain, it must be a hopeless proposition under
present conditions in Canada, where the price of com-
peting gasoline is lower and the cost of plant construction
and operation higher.
Benzol
High temperature carbonization of coal has been the
primary source of benzol motor fuel for years. Benzol has
an octane rating of over 90 and is used to blend with lower
octane fuels to raise their anti-knock value. Its production
is limited by the output capacity of coke oven and gas
works and therefore capable of only slight expansion. Fur-
thermore, in wartime, benzene would be reserved for manu-
facture of explosives.
Alcohol
Anhydrous, methyl and ethyl alcohol, blended with gaso-
line, in proportions of 10 to 20 per cent, are both used as
motor fuels. Methyl alcohol, or methanol, can be obtained
by the destructive distillation of wood but on a large scale
is made by synthesis. Water-gas is heated to temperatures
of 570 to 750 deg. F. under high pressure (200 atmospheres)
in the presence of catalysts, the resulting product being
almost pure methanol.
Ethyl alcohol is made by fermentation of sugary sub-
stances such as blackstrap molasses and sugar beets ; starchy
materials, such as cereal grains and potatoes. Wood and
TABLE II
Relative Heat Value of Various Alternative Fuels
Combustibles
[nebts
Air re-
quired
per cu.
ft. of gas
cu. ft.
Calorific Value in B.t.u
Cubic Foot
. PER
Ilium.
C2H4
etc.
%
CH4
1
C2H6
CO
1
/o
11,
%
co2
N2
%
Alternative
fuels
Gas
Air Gas-Mixture
Gross
Net
Gross
Xct
1. Natural Gas.. .
96
4
9.14
972
876
96
86
Coal Gas
2. L.T.C. Bit. Coal
3. H.T.C. Bit, Coal
4. ( oke Oven
5. L.T.C. Edmonton Coal.
8
4
4
1
46
32
32
37
12
2
7
6
6
7
17
51
53
13
5
2
2
34
5
3
3
8
8.09
5.31
5.02
4. 15
882
608
580
456
802
.Ml
517
411
97
96
96
89
88
86
86
80
Water Cas
6. C'arburetted
7. Blue
9
8
1
2
34
44
41
47
3
3
3
5
4 Hi
2.26
503
306
462
281
98
94
90
86
Producer Gas
8. Mond
9. Coke Fuel. . .
3
1
If)
30
26
10
12
4
44
55
1.26
1.05
164
140
148
134
73
68
65
65
All analyses by volume. Calorific value per cubic feet. Dry Gas at 60°F. and 30 inches.
Data mainly from Humphrey, McGill University Symposium on Fuel, and Technical Data on Fuels
450
August, 1943 THE ENGINEERING JOURNAL
liquor from sulphite pulp mills are also used as sources of
alcohol. France and Spain use their surplus of grapes as a
source of power alcohol.
The disadvantages of alcohol as a motor fuel are that its
calorific value is lower than that of gasoline: its vapour
pressure is too low to enable an engine to start from cold,
so that it is commonly used blended with gasoline. Alcohol
has a great affinity for water, yet the water may separate
out from a gasoline-alcohol blend if not anhydrous, par-
ticularly in cold weather.
On the credit side, alcohols have a high anti-knock value
— 10 to 20 per cent of alcohol by volume is equivalent to
about 1 to 2 cc. of tetraethyl lead per gallon of gasoline.
It is a clean fuel, and has a high latent heat of evaporation.
The latter results in a lower temperature and a higher
density for the carburetted mixture, which helps to make
up for the lower calorific value.
Claims that alcohol production would notably assist far-
mers and conserve petroleum reserves have been studied
by the committee on motor fuels of the American Petroleum
Institute. The committee reported that "the cost of alcohol
is five or six times that of gasoline, and that the use of a
blend containing 10 per cent of alcohol would raise the
nation's fuel bill by about 700 million dollars." They also
state that experience in other countries shows that the
extra cost of alcohol blends is not balanced by any technical
advantage. Any gain to farmers would be lessened by the
fact that they themselves buy one quarter of the motor
fuel consumed. It is further considered that the large scale
production of crops suited to alcohol manufacture would
have an adverse effect on the fertility of the soil.
The production of alcohol for power began to decline in
Europe because of economic losses, its diversion to other
uses and its encroachment on food supplies. A loss of income
of 105 million dollars was incurred in Europe during 1937
through subsidies to producers, tax losses, and higher fuel
costs. The German subsidy to the potato alcohol producer
was about $130 per ton of power alcohol, or about 39 cents
per gallon. In France the subsidy was about 36 cents a
gallon. The "National Research Council of Canada reports
the cost of alcohol, at the distillery, as 35 to 45 cents per
gallon compared to a cost of 10-15 cents per gallon for
gasoline at the refinery.
Notwithstanding the high cost of alcohol, it is an im-
portant alternative fuel; more than 7 million motor fuel
barrels were produced in 1939, mainly in Europe.
In Australia the supply of power alcohol is to be in-
creased by the erection of four factories with a total annual
capacity of 12 million gallons from surplus wheat. This
development is undertaken principally for reasons of de-
fence, and to save exchange.
Finland has developed alcohol production from sulphite
liquor to cover two-fifths of the motor fuel required on the
pre-war basis.
Canada has surplus wheat. Even low grade and damaged
wheat can be fermented. It is estimated that it would have
required 45 million bushels of wheat, or roughlylO per cent
of the amount produced in Canada in 1940, to replace 10
per cent of the motor fuel consumed in the Dominion that
year. Sugar beets can be grown in some localities. There
are also many pulp mills from which sulphite liquor could
be obtained. The National Chemurgic Committee of the
Canadian Chamber of Commerce reports that the sugar
beet is the most attractive source, but questions whether
the net advantage to agriculture outweighs the increase in
cost of motor fuel.
Gaseous Fuels
Gaseous fuels here discussed will be manufactured gases,
natural gas and methane.
coal gas is made when coal is carbonized in suitable
retorts or chambers. The yield and heat value of the gas
depend on the coal used, the temperature and the method
of operation of the retort. The gas yield will seldom be
equivalent to more than 25 per cent of the heat value of
the coal.
water gas. Coal or coke may be wholly gasified, in a
suitable generator, to form water-gas, which is produced
by the action of steam on the incandescent fuel. Since this
reaction is endothermic the fuel is cooled and water-gas
production must be suspended periodically whilst the tem-
perature is again raised by blowing air through the fuel
bed and producing carbon monoxide for a time. Water-gas,
commonly termed blue- water-gas, is often used to supple-
ment a coal gas supply for city use. For smaller installations
it may be used alone or after enriching with cracked oil —
it is then termed carburetted water-gas.
producer-gas will be discussed later in relation to its
use in motor vehicles.
natural gas and methane. Methane (CH4) is the sim-
plest compound of carbon and hydrogen. Natural gas con-
tains up to 99 per cent of this gas. The same gas, known as
TABLE II— Continued
Alternative fuels
10. Carbon Monoxide
1 1 . Hydrogen
12. Acetylene
13. Methane
14. Ethane
15. Propane
16. Butane
17. PentaneV
18. Pentane L
19. Hexane
20. Benzene V
21. Benzene L
22. Methvl Alcohol V
23. Methvl Alcohol L
24. Ethvl Alcohol V . .
25. Ethvl Alcohol L. .
26. Gasoline 60A. P.I.
Heat Value in B.t.u.
Per Gallon
Gross
125,800
127,500
131,300
136.800
157,900
75,900
101,300
149.800
Net
115,700
117,600
121,300
129,500
151,500
66,500
91.500
139,700
Per Pound
Gross
4,370
61,080
21,570
23,810
22.200
21,500
21,180
20,810
20,700
17,980
9,600
12,820
20,270
Net
4,370
51,630
20,840
21,430
20,300
19,770
19,540
19,220
19,150
17,250
8,410
11,580
18,900
Per Cubic Foot
Gross
323
325
1500
1010
1780
2570
3350
3990
3740
"860
1610
Net
323
275
1450
910
1630
2370
3090
3690
3590
"760
1460
Air re-
quired per
cu. ft. gas
or vapour
cu. ft.
2.38
2.38
11.91
9.53
16.68
23.82
30.97
( 38.11
( 38.11
45 . 26
( 35.73
( 7.15
(
14.29
Calorific Value in
B.t.u. per cu. ft. of
Air-Gas Mixture
Gross
96
96
116
97
101
102
105
102
102
105
105
Net
96
81
112
86
92
95
97
94
94
94
98
( 93
( 93
( 95
( 95
Data adapted from Gas Engineers' Handbook. McGraw-Hill, 1934.
THE ENGINEERING JOURNAL August, 1943
451
fire-damp, occurs in coal mines where it is a serious potential
danger. It is produced in the refining of petroleum and
occurs in the gases from the carbonization and hydro-
génation of coal. It is also produced in the decomposition of
sewage and recovery from this source could be increased.
The recovery of methane from coal mines has been pro-
posed. The amount might be appreciable, as mines are
cited with "blowers" from which there is an issue of up-
wards of 5 million cu. ft. per day of nearly pure methane.
Recovery would involve drilling bore-holes in the coal in
advance of mining. Costs of gas from this source are esti-
mated at 5 cents or less per thousand cubic feet, but there
would be reduced ventilation costs and reduced explosion
hazards.
The Utilization of Stored Gas in Motor Vehicles
Two systems are used for the storage of gaseous fuels on
motor vehicles, namely a low pressure system in which the
vehicles are equipped with flexible gas-bags and a high
pressure or compressed gas system in which metal
cylinders are used.
The low pressure system was developed in England during
World War I for use with manufactured gas, but it can be
used equally well with methane or natural gas. The fuel
was stored at low pressure in a gas-bag attached to the
top of the vehicle. The maximum capacity is approximately
500 cu. ft., sufficient for only 10 to 20 miles. But refueling
stations were established along the highways. The fuel-bag
has considerable wind resistance and its life is relatively
short. This system, although crude, is comparatively cheap
and can be used for vehicles which have regular routes.
Later, rigid containers in which gas was stored up to 150
lb. pressure were designed. These consisted of rubberized
fabric as in pneumatic tires. Still later, metal cylinders
known as "gas traction bottles" have been used with pres-
sures up to 3,000 lb. per sq. in. They vary in size and shape
and in the metal used.
The city of Birmingham uses a nickel-chromium-molyb-
denum steel cylinder, of 8 in. inside diameter, 0.22 in.
wall, 5 ft. 10 in. overall length and weighing 124 lb. This
cylinder holds 330 cu. ft. of gas measured at ordinary tem-
perature and pressure.
These cylinders can be used for six years but this may be
increased to seven, or the average life of a commercial
vehicle. Hydraulic tests to 4,500 lb. are required annually
for bottles operating at 3,000 lb. Bursting tests have shown
that no fragmentation takes place.
From three to seven bottles are usually installed. They
are either rigidly connected to the frame of the vehicle or
are attached on a trailer. Pressure reduction is usually
effected in two stages: the first stage lowering the pressure
to less than 10 lb. The gas and air are mixed in a special
attachment to the carburettor.
The gaseous fuels most commonly used, in compressed
form, are manufactured gases, but methane and natural
gas can be used more efficiently, because of their higher
calorific and anti-knock values. Actually on a weight basis,
methane has 13 per cent higher calorific value than has
60 deg. A.P.I, gasoline and it is particularly suited to high
compression engines. Investigations have shown that
methane gas consumption can be reduced 30 per cent by
raising the compression ratio from 7 to 1 up to 15 to 1.
With a converted vehicle, the disadvantages of com-
pressed manufactured gases are fourfold:
1. The power output is lowered by ten or more per cent.
Theory shows that one cubic foot of the ideal fuel-air-
mixture has a lower heat value with manufactured gas than
with gasoline. Also, with gasoline, the latent heat of evap-
oration cools the charge and thus increases the intake; the
heavier molecules result in bigger volume increase on com-
bustion, and the more rapid rate of combustion increases
*SeeJour. Inst. Fuel, Vol. XIII, No. 70, Feb. 1940, pp. 102-117.,
efficiency. With an engine specially designed, full power
output with gaseous fuels can be obtained by using higher
compression, or by supercharging.
2. The converted vehicle is limited to routes upon which
it can be refuelled. This requires special compressor stations
and storage cylinders, which would have a high capital cost.
It is suggested that bus or truck companies, having definite
routes would have the most suitable conditions for operating
on compressed gases.
3. The equipment is heavy. In ordinary vehicles the
gasoline and gasoline tank weighs about 10 to 12 lb. per
gal. of fuel, whereas for vehicles using compressed gases
there would be an increased load of about 100 lb. in the
form of cylinders, valves, etc., for each equivalent of a gal-
lon of gasoline. This weight, naturally, would reduce the
pay load of the vehicle, and where motors are taxed on a
weight basis, might put the vehicle into a higher taxation
class. Most countries, however, have encouraged alternative
fuels by taxation concessions.
4. The range of travel is limited, especially when a gas-
eous fuel with a low heat value is used, unless a large number
of cylinders are carried. One 300-ft. cylinder of town gas
is roughly equivalent to only one gallon of gasoline.
These disadvantages apply to manufactured gas, and
would be notably reduced if a higher heat-value gas, such
as methane or natural gas, were employed.
It is difficult to assess costs for the conversion of motor
vehicles to gaseous fuels, and for their operation. Probably
the most comprehensive analysis available is that given
for the Birmingham Corporation Gas Depertment, by Dr.
J. S. Clarke.* He has estimated the costs of a compressed
town gas scheme for a fleet of 40 buses each running approxi-
mately 100 miles per day and having a fuel consumption
per mile of 0.2 gallons of gasoline. His estimate gives a total
operative cost of 6 cents per bus mile, equivalent to gasoline
at 30 cents per gallon.
Portable Producer-gas Plants with Motor Vehicles
French technicians seem to have originated the portable-
gas-producer, but most of the initial developments were
carried out in Great Britain. Progress in adopting these
plants has been slow, particularly in Britain. People accus-
tomed to gasoline were loath to change to a set-up of lowered
efficiency and with unknown difficulties, even though opera-
tional costs were less. In 1938 there were only some 9,000
motor vehicles operating on producer-gas in Europe. The
exigencies of war, however, caused a rapid change over, so
that in 1941 it was estimated that there were about 450,000
vehicles propelled by this gas — a fifty-fold increase in three
years.
A portable producer-gas plant is either designed as a
separate unit carried on a trailer attached to the motor
vehicle or is incorporated into the chassis of the vehicle. It
consists of the following principal parts:
1. The producer itself, in which the gas is made;
2. The coolers, in which the hot gas leaving the pro-
ducer is reduced in temperature;
3. The filters, in which the gas is cleaned;
4. The controls, by means of which the quantity of
gas and air supplied to the engine are regulated ;
5. A water regulator if required and a starting fan,
unless petrol is employed as a supplementary fuel for
starting and for peak loads.
The majority of producer plants for motor vehicles have
been designed and built in Continental Europe, where petro-
leum supplies are limited and the use of indigenous fuels is
encouraged. Most continental types were designed to oper-
ate on charcoal. Wood, coal and other fuels aie now em-
ployed, but the equipment should be designed for the
particular fuel to be used.
The simplest gas-producer consists essentially for a bed
of incandescent carbon, through which air is blown. The
oxygen of the air combines with the carbon forming carbon
monoxide and some carbon dioxide. These gases, with the
452
August, 1913 THE ENGINEERING JOURNAL
nitrogen, leave the producer, but only the carbon monoxide
is combustible. Heat is thus generated and the producer
would soon become too hot. If steam is introduced with
the air, it also combines with the carbon forming hydrogen
and carbon monoxide, which gases enrich the product. If,
however, the fuel employed produces tarry volatile matter
when heated, it is necessary to crack or destroy the bulk
of this tar by causing it to pass through the fire zone; a
down draught or cross draught producer is then employed.*
In such a case it may not be necessary to add moisture to
the air-blast. The tar, however, is never completely de-
composed, and these producers are less easy to operate
than the updraught.
The hot gases leaving the generator pass through a cooling
and purifying system. It is essential that any tar filtering
medium must be easily cleaned or replaced; and the resist-
ance to gas flow must be low. B. Goldman and N. Clarke
Jones show, for a wide range of producers and fuels, a
heat value ranging from 125 to 160 B.t.u. per cubic foot.
Producer gas can be made from a wide range of carbon-
aceous materials, but the choice made affects the gas
quality, engine performance, cylinder wear and ease of
operation of the producer, and of the gas cleaning equip-
ment.
The more important solid fuels are wood, charcoal, an-
thracite, high and low-temperature coke, etc. Recently peat,
peat coke, brown coal and even soft woods containing up
to 40 per cent of moisture have been successfully used in
producer plants. The reactivity of anthracite and coke can
be increased by activating, then by chemicals. Sodium car-
bonate is recommended.
In a producer-gas vehicle, the gas enters the mixing
chamber comparatively warm and possibly saturated with
water vapour. The heat value of the resultant warm air-fuel
mixture, under these conditions, may be lower than those
shown in Table II. This naturally results in power loss.
Other causes of power loss are those cited under manufac-
tured gases. Other disadvantages with producer gas are:
1 . The weight and the space occupied by the equipment.
2. Difficulty of obtaining fuels by uniform quality.
Variations in the fuel may cause engine trouble.
3. Solid fuels are not as easily handled as liquid fuels,
and occupy greater space for equal mileage.
4. Portable producer gas systems require regular serv-
icing. This includes the dirty task of cleaning the gas
filters.
5. Producer gas has a high percentage of carbon mon-
oxide, which is toxic.
On the other hand, there are advantages which may out-
weight the disadvantages. Among these are:
1. The lowered cost of operation, particularly in coun-
tries where oil supplies are imported.
2. The availability in some countries of suitable fuels
which can be distributed over a wide radius and stored
easily.
3. Less danger of disruption of service by enemy action.
Gasoline storage tanks and gas compressor stations are
vulnerable to enemy air attack.
Few figures as to operating cost are available, but 12 lb.
charcoal or 20 to 22 lb. of dry wood are stated as equivalent
to one gallon of gasoline. In an experiment with agricultural
tractors it was found that 12J^ lb. of low temperature coke
was equivalent to a gallon of gasoline in acreage plowed.
Probably the most reliable operational data for England
are those given for the Thomas Tilling Company, who have
operated a number of Eastern National Modified Govern-
ment type of producer plants for two small omnibus depots
with a total average of 48,000 miles per month. The average
fuel cost at the Maldon depot is 1.37 pence per mile; this
includes the cost of gasoline for starting and labour for
activating anthracite. Additional costs for filling hoppers
*For information on various types of motor-vehicle gas producers,
see E. A. Allcut. Producer Gas for Motor Transport, Eng. Jour.,
April, 1942.
and extra labour for starting up amounts to 0.3 pence per
mile, giving a total of 1.67 pence per mile compared with
2.75 pence for gasoline and 1.52 pence for diesel oil. The
fuel is mainly good quality anthracite activated with sodium
carbonate. These figures are for fuel and do not include
capital charges.
In 1937, the French Department of Agriculture conducted
tests on all leading makes of portable wood-gas and char-
coal-gas plants under service conditions. Test equipment
comprised 20 vehicles including light passenger cars, light
and heavy lorries and a 27 seater passenger bus. The dis-
tance covered by each was over 1,000 miles, in typical
motoring countiy. The vehicles were required to maintain
a minimum average speed of 30, 25 and 21 miles per hour
for light, medium and heavy vehicles respectively. But in
the test all vehicles showed higher speed averages. In no
case was more than 5 minutes required to start the vehicle.
All wood-burning vehicles were started without gasoline,
on gas generated by means of a small blower driven from
the battery. After halts of 10-15 minutes there was still
enough gas in the pipes and scrubbers for immediate start-
ing. The average time to clean the filters was half an hour.
In the tests, 70-100 miles were covered on one filling of
the generator, and sacks of fuel for a further 100 miles were
carried without serious encroachment on the pay-load.
Refueling was carried out at a convenient time by merely
removing a lid and dumping, fresh fuel into the hopper. It
was estimated that with charcoal at $20 a ton, the equiva-
lent for gasoline would have been 12 cents per gallon.
Despite the prejudice against, and the disadvantages of
converted producer-gas vehicles, many countries have recog-
nized them as the best emergency solution for lack of gaso-
line and have passed compulsory measures for engine con-
versions to producer-gas propulsion.
Table III gives the estimated number of converted
vehicles for a number of European countries.
Progress in conversions in Great Britain has been slow;
there were 23 vehicles using producer-gas in 1938 and
in October 1942, there were still only 1,383, but
legislation in 1942 calls for 10,000 before July, 1943. A
standardized producer known as the "Government Emerg-
ency Gas-Producer" is recommended. A government com-
mittee has also investigated the most suitable fuels and
drawn up specifications.
In April 1940, when Sweden's imports of gasoline stopped,
there were only about 1,000 portable producer-gas fueled
vehicles. By the end of 1941 there were 75,000, 61 per cent
of the country's total pre-war fleet of lorries and buses and
about 17 per cent of the motor cars had been converted;
thirty-nine per cent of these used wood, the balance used
charcoal.
TABLE III
Producer Gas (Gasogene) Vehicles
Journ. Inst, of Petroleum, Vol. 23, No. 223)
Country Number of Vehicles, 1941
Germany 231,000
France 51,000
Denmark 11,656
Finland 10,000 (1940)
Belgium 6,023
Norway 5,563
Italy 5,000
Holland 1,770
Sweden 75,000
Russia 40,000 (1940)
Total 443,012
The joint information bureau of the Swedish Insurance
Company state that producer gas vehicles cause twice as many
accidents as occurred with gasoline vehicles before the war,
even though traffic is now curtailed. The reason stated is
that the lowered power compels frequent change of gear.
The driver, however, endeavours to maintain a uniform
speed as long as possible, and to make up for lost time by
ignoring safe speeds on curves and crossings and when over- '
taking other vehicles.
THE ENGINEERING JOURNAL August, 1943
453
In 1940 over 700 agricultural tractors were working satis-
factorily on producer gas in Western Australia. The pro-
ducers were standard types made and marketed in Aus-
tralia. The fuel was hardwood charcoal. The cost of the
producers was given as about £90.
Producer-gas vehicles using wood blocks for fuel are be-
coming increasingly important in Soviet agricultural and
timber industries. Such tractors have been successfully used
for all farming operations, including threshing. In the
Archangel region, the timber industries are to convert the
whole of their automotive rolling stock and some of their
stationary machinery from liquid to solid fuels.
Liquefied Gases — Bottled Gas
Under modern methods, in petroleum refineries, a liqué-
fiable hydro-carbon gas can be profitably separated from
wet natural gas. Another large source of liquéfiable gas is
as a by-product in the manufacture of synthetic gasoline
from coal. In the Fischer-Tropsch process, about 10 per
cent of the output is recovered in this form.
The liquéfiable gas is mainly propane, normal butane and
isobutane, and when sold in liquid form is commonly termed
bottled gas. Propane and butane are too volatile for inclu-
sion in gasoline. They may, however, be liquefied, trans-
ported and stored under comparatively low pressure.
The total output has increased rapidly with improved
methods of fractional distillation in America, and with the
expansion of hydrogénation in Europe The consumption
of liquefied gas in the United States increased from 223
thousand gallons in 1922 to 555 million gallons in 1942, or
an average increase of well over 30 per cent per year.
Although the use of liquefied gas has been confined largely
to domestic purposes, it makes an ideal fuel for internal
combustion engines, for which it has four advantages: no
oil dilution occurs; the fuel burns cleanly; it has an octane
rating of over 100 and a high latent heat of evaporation.
While only a small number of private automobiles have
been adjusted to use this fuel, it has proved very satis-
factory for tractors, trucks, buses, stationary engines, and
rail motor coaches. It was estimated that in the United
States in 1940, roughly 17 per cent of the bottled gas mar-
keted was used for internal combustion engine, and this
in a country where the need for substitution had not become
serious.
The future of bottled gas is uncertain because new uses
for the constituent gas will restrict production, whilst new
uses for the product will limit its availability for motor
fuels. Utilization of certain constituent gases for production
of super-aviation fuel has increased rapidly during recent
years. Thus, normal butane is utilized in isomerization
plants. Iso butane is being segregated wherever possible
for alkalation with unsaturated hydrocarbons to produce
100 octane gasoline. Propane is used to make propylene for
synthetic rubber and is also blended with motor gasoline
to increase volatility when butane supplies are low.
Conclusion
In conclusion, the applicability of alternative fuels in
Canada should be considered. In view of the present short-
age of metal and rubber, as well as of gasoline, it is not
likely that compulsion will be applied to enforce the war-
time use of alternative fuels, but, nevertheless, some con-
version is probable. For post-war developments, the possi-
bilities of alternative fuels, especially producer gas for agri-
culture in Canada, warrant attention.
Alternative fuels appear more suited to the larger units
than to passenger cars. The equipment should be specifically
designed for the fuel and the use of converted units regarded
only as a temporary makeshift.
It would obviously be better, if in a given territory all
vehicles used the same fuel and not a wide assortment of
fuels. The optimum fuel will obviously not be the same
throughout Canada. In the north country, wood or charcoal
seem probable. In many places a low temperature coke or
char might be the best choice, and it is worth noting that
our western low rank coals would probably produce a highly
reactive fuel on carbonization. In southern and central
Alberta a more immediate development with natural and
bottled gas seems probable.
The great advances in aviation probable in the post-war
world make it likely that the use of gasoline in agriculture
and industry will be restricted, or perhaps rendered pro-
hibitive by its cost. It does not even seem possible that
sufficient diesel fuel, at reasonable cost, will be available
for all needs, especially since diesel oil can be converted
into gasoline.
Acknowledgment
The author wishes to express his sincere thanks to Mr.
Edgar Stansfield, m.e.i.c, chief research engineer, Research
Council of Alberta, for his suggestions and helpful criticism
during the preparation of this paper.
DISCUSSION
A lengthy discussion followed presentation of the paper.
The more important points in the discussion are here sum-
marized.
Several speakers took a more optimistic view of the avail-
able crude oil resources. It was suggested that the poten-
tialities of certain oil areas have not been fully investigated
while in certain countries the oil fields, although not de-
veloped as rapidly as those of the United States, have had
a more rational development, and in all likelihood their life
would be much longer. Even when the output of the U.S.
fields begins to diminish it does not follow that oil con-
sumption will be curtailed, since petroleum from other
fields would be transported to all parts of the world. Fur-
thermore the bituminous sand deposits at McMurray are
an important potential source of gasoline.
That gasoline may in the near future be reserved for avia-
tion and similar preferred uses, or that its cost as a preferred
fuel would prohibit its use for farm tractors, etc., was con-
sidered probable. Should this occur, alternative fuels would
become of vital importance. Research investigations on
alternative fuels should be undertaken now in preparation
for the time when gasoline is no longer available.
It was felt that the lowered power output of producer-
gas-propelled vehicles might somewhat limit their use. But
since most tractors and motor engines have a higher power
rating than is commonly used, the above disadvantage
might not be serious.
It was realized that the present day motor car engine is
the result of 40 years of intensive research and development,
and furthermore, that an engine designed specifically for
gasoline would not work equally well with a low calorific
fuel. If producer gas, or other gaseous fuels, are to compete
with gasoline when the war is over, an effort should be
made to have engines designed specifically for the fuel.
Reference was made to several local producer gas plants
which had not proved satisfactory. This brought forth the
information that the committee appointed by the British
government to investigate the use of producer plants re-
ported that a producer should be specifically designed for
the particular fuel to be used. They further stated that small
changes in detail or dimension might make the difference
between success or failure. It was recommended that only
producers of proven value should be encouraged. The at-
tempted introduction of unsuitable designs, especially in
early stages, would delay sound progress. It was further
(Continued on page 466)
454
August. 1913 THE ENGINEERING JOURNAL
A QUARTER CENTURY OF STEEL PRODUCTION AT SYDNEY
M. R. CAMPBELL
Assistant Superintendent, Open Hearth Department, Dominion Steel di' Coal Corporation, Ltd., Sydney, N.S.
The demands made on the steel industry of Canada since
the beginning of the present conflict have been met by
continuously increased production which, in the year 1942,
amounted to some 3,120,000 net tons.
That the industry has been able to meet the challenge is
due in large measure to the farsighted policy followed in
the years of peace. Pursued during bad times as well as
good, this policy has led to the initiation of far-reaching
plant improvements and expansions, and the development
of better products.
At the end of the hostilities, in 1918, the plant of the
Dominion Iron and Steel Company at Sydney, Nova Scotia,
returned to the manufacture of its peace-time products of
rails and fittings, blooms, billets, bars and rods, and wire
and nails.
At that time, its physical equipment consisted of four
small blast-furnaces, a fifteen-ton bessemer converter,
twelve tilting open-hearth furnaces, billet, blooming and
rail mills, rod and bar mills, wire and nail mills, a 16-in.
merchant mill, and a 110-in. sheared-plate mill nearing
completion. A two-battery Koppers coke plant supplied
blast-furnace coke.
Pig Iron Production
Blast-furnace operations following the war continued at
rates required for steel making. One furnace was run inter-
mittently on foundry pig, but this involved the importation
of special ores and was abandoned in 1929. The furnaces
were small, and, burdened with Wabana ore, were capable
of somewhat lower tonnages than their counterparts on
better ores.
Studies indicated that economies of importance could be
effected by the operation of larger furnaces. Accordingly
one furnace was enlarged and equipped with McKee re-
volving top, automatic stock-line recorder, and blast-tem-
perature control. Three high efficiency stoves replaced four
of old design. New gas-washing equipment was provided.
This furnace was "blown in" in 1930 and has been a con-
sistent producer of basic iron.
In 1940, a second furnace was similarly equipped.
The installation of additional steel-making furnaces since
the outbreak of war has raised the requirements of basic
iron to a point exceeding existing blast-furnace production.
To increase iron output and to provide for relining shut-
downs, a new larger furnace is nearing completion. It em-
bodies the latest developments in the equipment found effec-
tive in previous installations.
In the future it is expected to further increase output
per furnace by the installation of a plant to crush, size and
sinter the ore-burden.
Steel Ingot Production
During the war of 1914-18 considerable tonnages of basic
Bessemer-duplex steel were produced at Sydney. Under
peace-time conditions this operation was found uneconomi-
cal and was discontinued. Steel-making continued on a
straight open-hearth basis.
Steel-producing economy was based on a plentiful supply
of relatively low-cost iron with smaller percentages of
higher-cost scrap. The open-hearth process on this high-
metal basis was first carried out using all limestone as flux,
excessive slag volumes dictated by the high phosphorus
content of the blast-furnace iron restricted furnace output.
Experiments disclosed the advantages of two-slag practice
which was adopted as standard. Although high-iron charges
have imposed metallurgical difficulties resulting from the
analysis of Sydney iron, it has been possible to place opera-
tions on a war basis without any notable disturbance to
peace-time metallurgical balances resulting from shortages
of scrap.
Among the notable trends during the years just before
and following the 1929 depression was the demand on the
part of Canadian railways for better steels to meet the
exacting service requirements imposed by faster and heavier
trains. For railway forgings a steel of a high degree of cleanli-
ness and with high fatigue strength was specified. Since no
steel commonly supplied possessed the quality necessary to
meet these specifications, an extensive programme of in-
vestigation was instituted. After experiments extending over
several years and involving the production and study of
hundreds of heats, a satisfactory practice was evolved. This
practice, based oh closely controlled charging, melting, fin-
ishing, and pouring technique, produces forging steel of
consistently high quality. From it have been made a large
proportion of the axles now in service on Canadian railways,
as well as forging ingots, the largest in Canada weighing
up to 60 net tons. The ingots made for marine forgings for
the Dominion ship-building undertaking, have been made
according to this practice and its application has extended
to the variety of special steels required for the materials of
war.
In 1937, the first step leading to the expansion and modern-
ization of steel-making facilities was taken by the installa-
tion of two Babcock- Wilcox Sterling type boilers of the
most modern design. These boilers, fired with cleaned blast-
furnace gas with powdered-coal auxiliary-fuel, supply steam
at 450 lb. to a 9,500 kva. generator. Exhausting at 150 lb.
steam from this unit drives low-pressure generating equip-
ment. In 1942 a third boiler unit of the same type was added.
Steam from this boiler will drive a larger high-pressure con-
densing generator soon to be installed.
Following the completion of the first boiler-units, a 10-
ton direct-arc electric-furnace was put into operation in
the open-hearth department for the production of special
steels. In putting this furnace into operation no operators
were brought in. Men with no previous experience were
trained and their performance has proved highly satis-
factory.
The year 1938 saw another important step toward in-
creased production when a modern gas-producer plant was
built. This plant which proved to be the nucleus of a large
increase in steel-capacity consisted of three water-cooled
Wellman gas-producing machines, equipped with full auto-
matic control. An ancilliary coal-handling plant, capable
of preparing and distributing coal for a ten-producer in-
stallation, was provided. This producer plant replaced a
battery of obsolete hand-fired producers, and the improve-
ment in gas quality materially increased open-hearth
production.
On the completion of the producer plant, work was com-
menced on an extension to the pouring bay of No. 2 open-
hearth shop, which housed two 100-ton furnaces. In this
bay was erected a 175-ton Morgan ladle crane. This work
was completed early in 1939.
Construction was then begun on two 100-ton tilting open-
hearths of McKee design. Work was well advanced at the
outbreak of war and thereafter was vigorously pushed to
completion. The first furnace completed made its first heat
in March, 1940, the second going into production a month
later.
At that time the additional capacity provided by new
installations had increased ingot output by about one-third,
a valuable contribution to Canada's production at such
critical period.
In 1941, with plans for expanded rolling capacity well
advanced, steps were taken to provide further steel output
by the contruction of a third open-hearth furnace. Begun
late in 1941 this furnace, similar in design to the other two,
produced steel in July, 1942.
THE ENGINEERING JOURNAL August, 1943
455
With these additions, ingot capacity now represents an
increase of 50 per cent over 1937 rating.
Testing and Heat Treatment
In the physical testing and examination of steel products
as well as in the tightening of metallurgical control, enlarged
facilities and modern equipment have been provided. An
important addition in this direction was the purchase in
1938 of a Zeiss Neophot micro-metallographic camera and
microscope. This, used in conjunction with new polishing
equipment, has been of great value in handling the enor-
mously increased volume of testing imposed by the making
of steels for war purposes.
For speeding up carbon analyses of steel in process, a
carbometer and carbanalyzer were put into service in 1940.
The production of rails and fittings for Canadian railways
has always been an important part of the output of the
Sydney plant. Many important developments in rail equip-
ment have been brought about in the last quarter century,
such as increased rail-length, increased weight per yard up
to the present maximum of 130 lb., the use of the "head
free" rail, the development of high-carbon tie-plate, etc.
No development, however, has been of such importance as
the discovery of means of preventing internal fissures or
"shatter cracks" in rails.
Over a period of years, Mr. I. C. Mackie, engineer of
tests, at Sydney, carried on investigations to determine the
nature of these defects. He found that shatter cracks de-
veloped in the cooling of rolled rails through the tempera-
ture range below 662 deg. F. More important, he demon-
strated that they could be completely eliminated by slow
cooling from this temperature to some 100 degrees above
normal outside temperatures. This process is now carried
out in closed boxes, each holding the rails from one heat.
The cooling cycle averages 20 to 24 hours.
Since the patenting of the Mackie retarded cooling pro-
cess, more than one million tons of rails thus treated have
been rolled in Canadian mills for service on Canadian
railways. It is evident that the virtual elimination of the
transverse fissure as a cause of rail failure has been of in-
calculable value in maintaining our vital rail lines under
the stress of war-time traffic.
Rolling Mills
With the exception of large forging ingots, all steel pro-
duction at Sydney is rolled in the mills of the plant. An
increase in steel capacity must therefore be accompanied
by corresponding increases in rolling capacity if proper
balance is to be maintained.
In the blooming mill this increased capacity was partially
provided for by the installation of additional soaking-pit
capacity. A row of recuperative soaking-pits was installed
in 1938, by Amsler-Morton Company of Pittsburgh. These
furnaces have performed to the satisfaction of the operators,
giving uniform and closely-controlled heating with a
minimum of scale loss.
Billet-mill capacity was increased in 1939 by the addition
of a seventh mill-stand to the original Morgan mill. The
additional stand enabled the mill to take a 5 by 6 in.
bloom instead of the 5 by 5 in. bloom formerly rolled.
Twist guides were replaced at this time by roller guides,
with a marked decrease in surface defects in the rolled
product. This mill had previously been electrified by the
installation of the 3,000 hp. motor formerly used on the
110-in. plate-mill drive.
The first post-war step in improving the wire and nail
mills involved the replacing in 1923 of obsolete galvanizing
equipment by a continuous unit of considerably greater
capacity. No further changes were made until 1936 when
a complete new cleaning-house, equipped with rubber-lined
brick vats and modern handling machinery was completed.
In this year also a continuous patenting-furnace for the
annealing of spring-roping and other high-carbon wires was
put into operation. New Bliss nail-machines purchased at
this time introduced marked economies in the manufacture
of nail specialties.
In 1937, two Vaughan continuous wire-drawing machines
were put in as well as a motor block for the drawing of nut
stock up to Y% in. The Vaughan machines increased produc-
tion three-fold over the conventional drawing frames. This
mill is now fully equipped to draw steel of all analyses in
diameters from % to .022 in. and to supply nails of every
kind from 12 in. 00 gauge to -^8 hi- 20 gauge.
The most recent development in providing mill capacity
has been the resumption of operations in the 110-in.
sheared-plate mill. This mill, completed after the close of
the Great War, remained in operation only a few months.
Much of the mill equipment was later put into service
elsewhere in the plant or disposed of. With the resumption
of demand for plate occasioned by the shipbuilding pro-
gramme, work was begun on rehabilitating the mill in 1941.
This involved the purchase of a new mill-motor drive, a
roller leveller, table motors, etc., and the redesign and re-
building of the slab-ingot reheating-furnaces. The mill was
rushed to completion at all speed, operations beginning
some two months ahead of schedule. It has now been in
operation for more than a year; its production almost en-
tirely going into ships' plate.
Coking Plant
Shortly before the armistice in 1918, a new coking plant
was completed at Sydney. The plant consisted of two bat-
teries of Koppers ovens with a by-product recovery plant,
and a British Baum coal-washing plant. Until the war
ended, benzol toluol and zylol were produced as by-products.
During the years following 1918, benzol was produced
and sold for motor fuel. Toluol and zylol were recovered
and sold as crudes.
In 1 922, a third battery of Koppers ovens was constructed.
This battery was idle until 1939 when coke demand was in-
creased by the need for more blast-furnace production.
In 1940, a new benzol plant was put into production,
supplying refined benzol toluol and solvent naphthas to the
munitions industry.
Operated in conjunction with the coke plant is a chamber
sulphuric-acid plant, entirely rebuilt in 1930. Acid made
here supplies plant needs for the production of ammonium
sulphate, for benzol washing and for steel-pickling.
Brick Making
During the last war the maintenance of steel furnaces
was rendered extremely difficult by the inadequate supply
of suitable refractories. Steps were immediately taken to
remedy this situation by the construction of a silica-brick
plant at the Sydney works, to utilize local materials. This
plant has for the past twenty years supplied all plant
silica-brick requirements.
Slrvice Departments
Improvements in the equipment of plant maintenance
departments include the construction of an electrical repair
shop in 1920, and a modern iron foundry in 1926. The
purchase of modern machine-tools for the machine shops
has enabled this department to meet the demand for re-
placement parts otherwise procurable with difficulty, if at all.
Conclusion
The fourth year of the war finds the Sydney plant of the
Dominion Steel and Coal Corporation possessed of balanced
and well-integrated facilities for the maintenance of its
present rate of steel production. An increase in output 50
per cent greater than pre-war figures has been made pos-
sible by the implementation of a far-sighted policy designed
to enlarge, improve and modernize each step in production
while promoting investigations and research in the direction
of improved quality. All these have been accomplished
without disturbing the economy which has made this plant
the only Canadian steel-producer wholly self-sustained by
raw materials mined within the Empire.
456
August, 1943 THE ENGINEERING JOl RNAL
COTTON YARN DYEING
ROBERT J. G. SCHOFIELD, jr.B.i.c.
Canadian Cottons Limited, Hamilton, Ont.
Paper presented before the Hamilton Branch of The Engineering Institute of Canada on March 20th, 1942.
Awarded the John Calbraith Prize* for 1942
The art of colouring fabrics and yarns has been practised
from time immemorial, and there are references to coloured
cloths in the early books of the Old Testament, and in the
works of ancient historians. The dyes used were vegetable
dyes — extracts of leaves, wood, bark, roots, and fruits of
plants and trees. Cochineal, which is sometimes included
in this group, is not a vegetable dye, but is derived from
the dried bodies of red insects reared in Mexico and Central
America. Mineral dyes used were Prussian blue, chrome
yellow, chrome green, iron buff and khaki. They were pro-
duced by precipitating a coloured pigment on the fibre.
With the discovery of synthetic mauve in 1856 by the
English chemist Perkin, a vast new field of dyes was opened
up. Most of the dyes used to-day are synthetic compounds
having their origin in coal tar. Dyestuffs, whether of arti-
ficial or vegetable origin, are complex compounds of the
element carbon, in association with other elements; more
especially with hydrogen, nitrogen, oxygen or sulphur. They
belong to the aromatic type of compounds.
Until quite recently, dyeing was guided by practical ex-
perience, and carried on as an art, mostly handed down by
tradition. In those days the dyeing processes were the
master's secrets, the results of repeated trials and costly
experiments, and quite often no written record was kept.
To-day, dyeing is a science as well as an art. The dyestuff
manufacturers supply a great deal of technical data con-
cerning their dyes. Handbooks are prepared, giving the
most suitable method or methods of application and fastness
properties of each dye. Dyestuff laboratories are equipped
to match shades on all types of material with all types of
dyestuffs. Technical experts are available to give advice
concerning any difficulty that may arise in the practical
application of dyes. The machinery manufacturers supply
all information required concerning the characteristics and
uses of each piece of equipment.
Thus it would seem that a dyer's position should be an
easy one. However, that is not always the case, when dealing
with processes in which there are so many variables.
The machines used in yarn dyeing are designed to suit
specific methods or processes. In some machines the yarn
moves continuously through a stationary dyebath ; in others,
the dyebath is circulated through the yarn which is held
fixed. Some are of the open vat type, while others are of
the enclosed pressure type.
There are many types of machines used for cotton yarn
dyeing, but they fall in three main classes:
(a) Skein dyeing machines;
(b) Chain d}-eing machines;
(c) Package dyeing machines.
They may be constructed of wood, cast iron, copper, or
stainless steel. All of these materials have some desirable
features, but the stainless steel — due to its properties —
has the widest range of usefulness. Wood retains colour
and is difficult to clean properly in changing from one shade
to another. Cast iron and copper, while suitable for par-
ticular types of dyeing, are susceptible to corrosion by
various chemicals used in dyeing. In modern machines,
automatic temperature control and automatic operation of
valves play an important part, since the more automatic a
process is, the more consistent will be the results obtained
from batch to batch.
A measure of the efficiency of a dyeing machine is its
liquor ratio; that is, the weight of liquor in the dyebath
* The John Galbraith Prize is one of the Institute zone prizes offered
in competition annually for Student and Junior members and is named
after a past-president of the Institute.
per pound of yarn. Dyestuffs are not completely exhausted
from solution, and the percentage of exhaustion differs from
dyestuff to dyestuff. Hence the smaller the volume of liquor
used per pound of yarn, the greater is the amount of dye-
stuff extracted from the solution and taken up by the yarn.
The lower limit of the liquor ratio depends on the solubility
of the dyestuff; consequently, in practice, the liquor ratio
is fixed within safe limits.
Skein Dyeing
This modern machine permits the dyeing of several shades
in one operation. It consists of a long tank which can be
divided into compartments by removable partitions over
which is erected a rack of mechanically operated arms ex-
tending horizontally over the dyebath. The arms on which
the skeins are loaded, revolve on their own axes and, being
mounted on an eccentric, rotate elliptically, moving the
skeins up and down in the dyebath (Fig. 1). This type of
machine is expensive to buy, but utilizes materials and
Fig. 1 — Skein dyeing machine.
labour efficiently, is suitable for all classes of dyestuffs, and
delivers the yarn in good physical condition. For loading
and unloading, the rack can be raised free of the dyebath.
Chain Dyeing
A chain consists of a number of strands parallel together
lengthwise. The chain may be of any length depending on
the use to which it is to be put. A convenient length is
6,000 yds. The chain is wound in a spiral wind reversing
at the end of the traverse, on a wooden roll about 4 ft. long,
giving what is called a ball warp. These rolls are then
placed on stationary carriers and the ends of the chains
are run through the machine, the ball warps unwinding
at a constant linear speed (Fig. 2). In modern machines,
as many as 30 chains may be dyed at the same time.
The machine consists of several compartments containing
the dyebaths, wash water, or chemicals, with rubber covered
squeeze rolls between them. The chains are guided through
the various baths by immersed guide rollers, and are kept
apart by passing them through eyelet racks before entering
and when leaving each compartment. The squeeze rolls be-
tween each compartment aid penetration and levelness. The
dyebaths made up in the compartments are known as stand-
ing baths. Feed or make-up dye is added periodically either
by hand or by automatic controls, to keep the concentration
in the bath at the starting level. Otherwise, the yarn passing
through the bath would gradually exhaust the dye, with
consequent fading of the shade.
THE ENGINEERING JOURNAL August, 1943
457
Package Dyeing
To reduce dyeing cost by eliminating operations, utilizing
materials and labour more efficiently, to secure more posi-
tive control over process variables, to produce more levelly
dyed and better penetrated yarn in the best physical con-
dition, the trend is towards the dyeing of yarn under pres-
sure in enclosed machines. In such a machine it is impossible
to see what is going on, therefore automatic controls play
an important part in establishing and maintaining the
proper temperature, direction of flow, and time cycles in
the dyebath.
The yarn is wound on hollow perforated metal tubes or
springs; the tubes being % in. inside diameter, the springs
1^8 hi. inside diameter. On both these, the yarn traverse is
about 6 in. and the overall length of the tube or spring
approximately 6% in. Ordinarily, about 16 ounces of yarn
are wound on a package. To save "blocking off" spindles,
a lighter package may be wound, increasing the number of
packages. A heavier package, up to about 22 ounces can
often be used, depending on the type of dyestuff for which
the process calls. Increasing the weight of yarn per package
decreases the liquor ratio, hence the dyeing efficiency is
increased.
A knitted sock is used on the spring to prevent the yarn
from catching between the coils. These tubes or springs are
placed over cruciform or perforated spindles, which in some
cases are connected to a false bottom of the machine, in
Fig. 2 — Chain dyeing machine.
others to a removable header which can be inserted in the
machine. The number of packages per spindle and the num-
ber of spindles govern the capacity of the machine.
In the false bottom type of machine (Fig. 3-a), the pack-
ages are loaded on the spindles, and a metal cap is placed
over the last package. The cap has an attached rod which
is inserted into the open end of the spindle. The pressure
of the machine cover keeps the spindle cap in place and also
compresses the packages on the spindle to a uniform density.
In the removable header type (Fig. 3-b), an annular
metal plate is fitted over the spindle which has a closed end.
The plate is forced on, compressing the packages, and is
either bolted on or has spring lugs which fit into depressions
in the spindle head.
The cover of the machine is bolted down, the dyebath
from an auxiliary tank is circulated radially through the
packages, and back to the auxiliary tank through an over-
flow pipe. Periodically the flow is reversed through the
packages, either by manual or automatic operation of the
four-way valve.
At completion of dyeing, the packages from the fixed
spindle type machine have to be removed by hand, extracted
in a basket type centrifugal extractor, and then dried in a
heated chamber. With a removable header type, the header
can be placed over a vacuum extractor, and the moisture
is removed with the packages still mounted on the spindles.
The header can then be placed over a hot air blower and
dried in a few hours.
In these machines, heat is supplied through closed steam
coils in both the enclosed tank and the auxiliary tank. Open
steam coils are objectionable because the condensed steam
increases the volume of dye liquor and may introduce
impurities.
Dyestuffs
A plentiful supply of soft, pure water is necessary for
good dyeing results. Filters are used to remove suspended
solids; chemical treatment to remove other impurities and
hardness. Calcium and magnesium salts form water insoluble
precipitates with dyestuffs and soaps, causing unsatisfactory
results. Iron also causes objectionable stains — particularly
on bleach and pastel shades.
Dyestuffs are sold as pastes or powders and are best kept
in air and water tight containers, in a cool dry atmosphere.
Freezing is injurious to paste types, but does not harm the
powder types. Moisture often causes the powders to cake,
an undesirable feature.
The dyestuffs are grouped according to type:
(a) direct; (b) basic; (c) sulphur; (d) vat; (e) naphthol.
Each type has a full range of shades from yellow to
black. The types are distinguished from each other by their
fastness under various conditions and by their chemical
reactions. Each type may be used in any of the machines
described previously, but some machines are better suited
to certain dyestuff types than others.
The choice of dyestuff type to be used in matching a
customer's shade is governed by the fastness properties
and brilliancy desired, and the cost of production. Drapery
shades generally need only be fast to light, awnings must
be fast to light and weathering, hosiery must be fast to
washing, slack suits must be fast to light and washing.
Thus it is apparent that the same dyestuffs cannot be
used to obtain a certain shade for each of the above mate-
rials. Generally speaking, the cost of dyeing per pound of
yarn for a given shade is least expensive for the sulphur
type; the direct, basic, naphthol, and vat types becoming
successively more expensive.
(a) DIRECT DYESTUFFS
These dyes are fairly inexpensive and have moderate
fastness. They are water-soluble and are generally used
at the boil. They exhaust well, especially with the addition
of common salt, or Glauber's salt.
There are special direct dyes which are very fast to light.
Certain others may be made faster to light by an after-
treatment with copper sulphate and acetic acid. After-
treatment of some dyes with sodium bichromate or chro-
mium fluoride, and acetic acid, improves the fastness to
water, washing, or cross dyeing. Most direct dyes being
sodium salts or organic compounds, the replacement of
sodium by chromium tends to render the dye more water-
insoluble.
After-treatment of certain direct dyes with diazotized
paranitraniline increases their fastness to washing, in many
cases a deepening of the shade also resulting. Diazotization
of some direct dyes with nitrous acid and subsequent de-
velopment with a phenolic, naphtholic or aromatic amine
compound also materially increases the fastness to water
and washing. A slight to complete change of shade may
ensue, depending on the dyestuff, or developer used.
(b) BASIC DYESTUFFS
These dyes have very little or no affinity for cotton,
but may be used after the cotton has been suitably saturated
with a mordant. The basic dyestuffs form an insoluble com-
pound with the mordant and are thus fixed on the fibre.
These dyestuffs are soluble in acetic or formic acid solution
and are used in such solutions. They give very brilliant
full shades but have poor fastness to light; however, in
fastness to washing some of them are superior to direct dyes.
Basic dyes may be used for topping direct or sulphur
dyeings, which act as a mordant, in order to adjust small
deviations in shade or to obtain greater brightness. Small
percentages do not materially change the fastness properties
of the ground dyeing.
458
August, 1943 THE ENGINEERING JOURNAL
(c) SULPHUR DYESTUFFS
Most of these dyestuffs are insoluble in water. However,
they are readily dissolved in the presence of sodium sulphide
and some alkali such as soda ash or caustic soda. In fastness
to washing, acid, cross-dyeing, and perspiration, they sur-
pass the direct dyestuffs. The light fastness of most sulphur
dyestuffs is better than all but a few direct dyestuffs. The
sulphurs are comparatively inexpensive, hence they are
employed for the dyeing of heavy shades of navy blue,
brown, olive, green and black.
In general, sulphur dyeings are dull in shade. The affinity
of sulphur dyestuffs for cotton is less than that of direct
dyestuffs, so that salt is used to secure better exhaustion.
For greater economy, a standing dyebath can be used, and
the addition of dyestuffs for each succeeding batch can be
cut to 75 or 50 per cent of the original amounts.
Various after-treatments are used to secure desired effects.
Sodium perborate or hydrogen peroxide are often used to
increase the brightness of blues. However, this treatment
sometimes decreases the fastness to washing. Sodium bichro-
mate and copper sulphate after-treatment increases the fast-
ness to light and washing of most dyeings. It also prevents
any change in shade by after-oxidation ; however, the shade
is also altered more or less strongly. This after-treatment
should not be carried out in iron vessels. Hot soaping with
the addition of some alkali increases the brightness of most
dyeings, at the same time softening the goods.
(d) VAT DYESTUFFS
There are five groups of vat dyestuffs:
(1) Anthraquinone ; (2) Indigoids; (3) Indigo;
(4) Hydrons; (5) Indigosols
With the exception of the indigosols, the vat dyestuffs
are water-insoluble. However, they are soluble in an alkaline
solution of sodium hydrosulphite and this solution is called
a "vat." From this reduced solution, the vat colours dye
the cotton fibre. The original compound is then reformed
in and on the fibre by subsequent oxidation either by air,
or other oxidizing agents.
The reduced solution usually differs in colour from the
ultimately resulting dyeing. This gives a visual method of
determining the extent of the reduction, but it is best to
use chemical methods for exact determination.
1. AXTHRAQUINONES:
In all round fastness to light, washing, perspiration, etc.,
the anthraquinone dyestuffs occupy a unique position
among cotton dyestuffs, and they are used where the highest
demands upon fastness are made. Because of their generally
very good fastness to soda boiling, chlorine and hydrogen
peroxide, most anthraquinone dyestuffs can be used for
coloured bleaching goods.
2. INDIGOIDS
The dyestuffs of this group are similar in dyeing be-
haviour to the anthraquinone types. However, they do not
possess quite as good fastness. They are cheaper than the
anthraquinone dyestuffs, so they are quite useful where the
highest fastness is not required.
3. INDIGO
Indigo blue occupies a special place in the range of vat
dyestuffs. It combines good fastness properties with low
dyeing cost.
Indigo has no great affinity for cotton. To obtain heavy
depth of shade it is necessary to build it up in steps. The
yarn is alternately dyed and oxidized as often as required
until the desired depth is obtained. Consequently, it is best
dyed by the skein or chain process. In both cases, the yarn
is dipped in the dye, then oxidized in the air, and the process
repeated to depth.
4. HYDRONS
These dyes, because of their chemical composition may
be reduced in an alkaline solution of sodium sulphide or
sodium hydro-sulphite. Consequently, they can be dyed
along with sulphide colours, or with vat colours. The dyeing
cost is low and the fastness to light and washing is good.
Unfortunately the shades are limited to navy blue, olive
and black.
5. INDIGOSOLS
These are stable water soluble preparations of the reduc-
tion compounds of the vat dyestuffs. The dye is applied
from aqueous solution, thus simplifying the dyeing method.
The vat dyestuff is then fixed in and on the fibre in a special
developing bath by the simultaneous action of an acid and
an oxidizing agent, such as sulphuric acid and sodium
nitrite.
The indigosols, however, have poor affinity for the cotton
fibre, so their chief use is for the dyeing of pale shades.
(e) NAPHTHOL DYESTUFFS
The process for dyeing with naphthols is divided into
two parts:
(a) Impregnation in a naphthol solution.
(b) Development of the impregnated material in a
solution of a diazotized base.
Between these two operations, the yarn is hydro-extracted
if in package or skein form ; or nipped between squeeze rolls,
if in chain form. Care must be taken that no light falls on
the yarn in this state, since it has an injurious effect on
the dyeing. The depth of shade is determined by the con-
centration of naphthol in the impregnation bath.
Soke
L=
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Fig. 3 — Package dyeing machine.
Their fastness to light is good to very good, while the
fastness to washing, soda boiling and perspiration is also
good. The naphthols produce very bright shades and are
used particularly for scarlets, reds and maroons of good
fastness, which are not usually dyed with vat colours be-
cause of the expense involved.
Dyeing Auxiliaries
Such compounds are penetrants, levelling agents, retard-
ing agents, waterproofing agents, and various synthetic
resins. In most cases, these materials are synthetic organic
chemicals built as it were to suit specific needs or overcome
difficulties in dyeing processes.
Cotton in the natural state contains pectins and waxes.
These would cause imperfect dyeings if penetrating or
levelling agents were not available to dissolve or emulsify
the impurities and allow the dyestuff to penetrate all fibres
in the yarn. To secure even dyeings when using rapidly
exhausting dyestuffs, retarding agents are used to slow the
absorption of dye by the fibres. Certain dyeing processes
tend to leave the yarn in a harsh condition, but softening
agents can be used to overcome this effect.
Since all dyeings are made from solutions with water as
a base, it follows that any inherent waterproof quality of
the original cotton is destroyed during dyeing. Hence, dyed
yarn must be treated with a wax emulsion or aluminium
soap if it is to be used in a water-proof material. Synthetic
resins have a variety of uses in the treatment of yarn to
secure desired effects of "handle" or feel.
THE ENGINEERING JOURNAL August, 1943
459
OUR STAKE IN THE PEACE
WILLIAM E. WICKENDEN
President, Case School of Applied Science, Cleveland, Ohio, U.S.A.
Address delivered at the Fifty-ninth Annual Dinner of The Connecticut Society of Civil Engineers, Inc., at New Haven, Conn.
March 23, 1943, and reproduced with kind permission of the Society
NOTE — Dr. Wickenden is no stranger to members of The En-
gineering Institute of Canada. His address, "The Second Mile,"
delivered at the annual meeting of the Institute in 1941 at
Hamilton, has made him many friends. That classic address
has been reprinted many times and given a wide distribution
both in Canada and the United States.
The address which follows deals with the engineer in post-
war planning, and post-war activity. Canadian readers should
keep in mind that Dr. Wickenden is speaking to an American
audience. When he says "we," he means Americans, but the
wisdom of his words is almost equally applicable to Canadians.
This address attempts to solve the critical problems of the
relationship of government to private enterprise. It is one of
the few worthwhile utterances that admits there is a useful
place for both in post-war co-operation. It points out with
emphasis the engineer's opportunities and responsibilities in
the present and future problems of the peace. — (Ed.)
It is fitting that our old men should dream dreams and
our young men see visions, but experience is still the most
reliable teacher. This is a good time to gather its fruits.
We are at the pivotal point of this war. Until now, we
have been losing. We are just beginning to win. Our fighting
plans have now been matured. Our procurement programme
is in full swing. The difficult problems of logistics have been
worked out. Our fighting forces have had their baptism of
fire. The broad strategic programme has proved to be sound.
There remains now the staggering task of execution.
Planning is moving to new ground. It is significant that
Mr. Churchill, who is no callow visionary, in his speech of
March 21st spent so little time invoking the fighting spirit
and the fortitude of his people, or in the exposition and
defense of war plans, but rather sketched so boldly and
broadly the architecture of Britain's plan for peace. It is
said that wise men make mistakes, but fools repeat them.
It is a good time to take counsel with ourselves. There are
four lessons we should have learned from World War I.
The first is that lack of planning is fatal. If you do not
prepare your defense until the country is invaded, it is
then too late. If you do not plan for peace until the armistice
is signed, it is equally too late. If you trust to your powers
of improvisation on the ebb tide of post-war reaction, they
will let you down. It is not enough to have the blue-prints
ready in the files; it is equally necessary to condition the
people for their acceptance. Emotionally exhausted civilians
homesick for normalcy — which is likely to mean coffee and
silk stockings and gasoline — and war-weary veterans on
the rebound from overseas experience can not be expected
to design a brave new world.
The second lesson is that the dislocations of peace are
more likely to be fatal to civilization than the shock of war.
Dr. Fosdick, New York's eminent preacher, has a pet story
to illustrate that point. It is about a man who fell from his
roof while doing his chores. A neighbor who visited him
in the hospital remarked, "Your fall must have hurt you a
great deal." "Never hurt me a bit," was the quick reply,
"it was the stopping that nearly killed me." No doubt those
were the sentiments of the Romanoffs, the Hapsburgs and
the Hohenzollerns. War creates cohesion; peace releases the
forces of anarchy and revolution.
Third, war may change a nation's destiny and the nation
fail to perceive it. We entered World War I a debtor nation.
For nearly three centuries we had drawn heavily on Europe's
surplus capital to open our vast domain, provide it with
waterways and railways, gain access to its fuels and min-
erals, establish manufactures and supply power and com-
munications. Merely to keep the interest paid called for
an annual export surplus of 600 millions of dollars. Our
home market for manufactures was elastic; as technique
advanced and volume rose, costs fell and outlets multiplied.
Our home market for the products of agriculture was in-
elastic, with a swivel-chair generation eating only half as
much per capita as did our open-air grandfathers. It suited
our convenience to protect manufactures with a tariff dyke
and to let our agriculture surplus flow over the spillway at the
market prices of the world. We came out of the war a
creditor nation. On paper Europe owed us 25 billions. To
get interest and even a trickle of our principal back we
should have needed to take in an import surplus of a billion
a year. All our instincts revolted. There was Europe in
dire need of all we had to sell; here were we geared to an
immense surplus of production. We wanted to sell — for cash,
so we lent billions to keep the game going until Wall Street
blew up in our face.
Finally, we should have learned that an unplanned post-
war programme leads to a false refuge in negative solutions.
Having created world unity in fact, we denied it in thought
and action. We entrusted collective security to an inter-
national debating society without police powers. We trusted
our own defense to a reduction of armament. We sought to
weaken aggressors instead of strengthening the forces of
law and order. Even our most exalted gesture of interna-
tionalism, the Kellogg-Briand Pact, on close inspection was
little more than a pious resolution on what not to do.
Meanwhile, at home we gave ourselves up to the enjoyment
of the fake and fluff, the wise-cracks and illusions of the
Hollywood Era, when it was more important to be smart
than wise, when glamour out of a make-up kit was preferred
to charm acquired through painstaking cultivation, when
first we were all to grow rich through the effortless magic
of stock-market inflation, then were all to gain security by
spending more than we produced. Faced by an economic
collapse without precedent, we seemed to have no choice
except between a do-nothing paralysis and a programme
of random improvisation whose one connecting principle
was the indefinite expansion of the national debt.
Now we are eating the Dead Sea fruits of twenty-five
years of disillusionment with an unplanned peace. We are
confident of our ability to bring this military crisis, how-
ever stupendous, to a successful conclusion, but we are
shaken with misgivings of our ability to create a post-war
world worthy of the sacrifices. These misgivings are not
only undermining our morale, they are inhibiting our diplo-
macy in the wavering areas of South America, in the Medi-
terranean basin and in India; they are negativing our not-
too-ardent efforts to fortify the stamina of the Chinese; they
are enfeebling the response of occupied lands to our bids
for their moral resistance; and they are inhibiting an all-out
effort on our production front. Two war-workers in Cleve-
land who recently staged a little private slow-down were
heard to remark "Aw, what's the hurry ? When this show
is over we'll both be on the street in two weeks!"
In asking you to look with me beyond the war's horizon,
I owe it to you to make it clear in advance just where I
stand. I am an all-out anti-inflationist and anti-isolationist.
To be an anti is a cheap way known to politicians of gaining
credit for a strong position. Antis are a dime a dozen, but
I use this way because what I am for is not so easy to label
and define. Let me put the case on the grounds any Yankee
can understand — we can not afford inflation and isolation.
The famed New England conscience forbids me to stop
there; we must seek grounds where idealism and practicality
converge.
With inflation we should have little difficulty. Any one
who has seen the ruin, disunity and social disintegration
inflation leaves in its wake — even partial inflation as in
460
August, 1943 THE ENGINEERING JOURNAL
France and Italy — or the deranging effect of complete in-
flation on the mentality of whole peoples, as in Austria
and Germany, becomes an easy convert to the most drastic
pay-as-you-go war economy. Whenever Congress clamps
the lid on prices and wages and jacks up taxes to our utmost
ability to bear, we ought to stand up and cheer.
Surely we are not entering this inferno of "blood and
sweat and tears" merely to get out old world back. This
time there can be no doubt that we are irrevocably com-
mitting ourselves to world responsibilities. Win or lose the
war, we shall have to pay for it anyway ; we are simply in-
heriting it. Win or lose the peace, the price is inexorable;
the one great nation to emerge with vast reserves of wealth
will have to foot the bill. Do you desire to lessen the hazards
of fire or of disease ? Community living will be found the
cheapest and most effective way. Even so, insurance is the
surest and cheapest way to cover financial risk.
Peace is not mere absence of conflict. It is a social struc-
ture which must be carefully and painstakingly rebuilt.
Its arrival can not be instantaneous. There will be necessary
preliminaries — a policing job to restore order; a feeding job
to restore vigor to enfeebled peoples; a rehabilitation job
to make ravished areas self-sustaining; a job disentangling
titles to lands and properties ruthlessly expropriated or
"legally" bought with worthless marks; a moratorium to
administer if mankind is to be protected from the crushing
weight of universal debt, and all these jobs we shall inherit
and they will not be short ones. By the time a permanent
settlement can be mapped out we shall be deeply involved,
probably permanently.
A world-wide commitment for security will after all be
no radical departure from our past. The Monroe Doctrine
has been co-extensive with our security zone in the past;
now that zone has become a global area. It is not only our
political destiny that is at stake, but our economic and
spiritual future as well. The resolution just submitted to
the Senate by two Democrats and two Republicans — one
of the latter born in New England and the son of an engi-
neer, although Ohio now proudly claims him — will doubt-
less awaken a vehement protest from the "America First"
group, "Why waste our shrunken substance on a world of
down-and-outs ? Better to set a rigid quarantine against
the plagues that will soon be ravishing them!" — or some
such appeal to supposed self-interest. Have we not yet
learned our costly lesson, that America can not remain an
island of freedom in an ocean of tyranny, an island of
security in an ocean of violence, an island of sanity in an
ocean of paranoia, an island of good faith in an ocean ruled
by gangsters ? No more can America hope to be an island
of plenty in the midst of an ocean of want and of woe.
This is no mere counsel of idealism ; there are stern costs
to be counted. If we choose to become a hermit kingdom
within a closed economy, the first score to write off will
be everything we have put into the lend-lease programme;
this time there will be no will-of-the-wisp of reparations.
The next score may be charged up against our hoard of
gold, five-sixths of the world's entire supply and supposed
to be worth some 23 billions of dollars. For what — filling
teeth and making watch chains ? Hardly. Unless we restore
this gold to its historic function as a currency base, as a
foundation for international credit and as a medium of
settlement of trade balances, it becomes merely so much
lustrous metal, priced in the markets of the world by the
law of supply and demand, and probably shrunken to a
mere fraction of its former worth. Then comes the score
to be charged up against our war-time investments, the
40 or 50 billions we shall have put into increased capacity
for producing metals, chemicals, machine tools, aircraft,
fighting equipment, synthetic rubber, and the like — for
much of which there will be no outlet in a home market
clamoring for consumer's goods. Following this there will
be a score to be settled for our increased acreage whose pro-
ducts no one will be needing. Meanwhile millions of jobs
will be liquidated while our demobilized fighting men and
civilian workers contend bitterly for the bones that remain.
Win or lose, we shall have to pay for the peace any way.
We can pay for it by withdrawing into a closed economy,
which may mean the writing off of perhaps a hundred
billions of our capital, without a chance of recovery, or we
can pay for it by underwriting the world's recovery and
the extension of civilization, in which case we may not
only do considerable good, but also have a sporting chance
of getting our money back with an honest profit.
Any such programme ought to begin on the engineering
level — food, sanitation, shelter, restored communications,
and renewed means of subsistence. When fighting ends, an
army of 5,000 American engineers should be all mobilized
equipped and ready to move into the stricken areas as
pioneers, explorers and missionaries of the peace to come,
in the highest Hoover tradition. Such an army of engineers
could learn as well as give, and map the ground for a
rehabilitation programme in which our industries could
play a major role.
With the immediate tasks of food, sanitation, subsistence
and order in hand, we might well begin the task of restoring
the world's shattered economy. This might begin by digging
our gold out of "Them thar hills" down in Kentucky and
putting it back to work in the form of capital loans to
restore currency, establish credit, reopen trade channels,
create outlets for capital goods. Uncle Sam would have to
learn to be neither the world's Santa Claus nor its Uncle
Shylock, but the world's banker, not handing our purchase
power for quick recovery with a lavish hand as in the early
20's, but prudently supplying working capital to be kept
in the business on the prospects of the borrower's renewed
prosperity with a margin of gain sufficient to support, and
in time to repay, the loan.
Dollar diplomacy? Yes, if you will, but carrying with it
moral responsibilities in the peace plans for world recon-
struction of almost incalculable weight. The nation with
food and money can almost literally re-plan the world. It
can pick its borrowers. It can insist on strong, integrated
economic units with a chance to prosper instead of a world
process of Balkanization which dooms every petty political
unit to frustration. It can insist on a policy of open trade
channels which will give the smaller and poorer and more
crowded nations a chance to live and to prosper. Such a
policy, no less than military policing can be a world force
for peace. Hjalmar Schacht, wizard of Nazi finance, knew
what he was talking about when he said "If goods do not
cross frontiers, armies will."
The modern key to wealth is at the opposite pole from
the economics of the robber barons, as perpetuated in the
obsessions of ultra-nationalism. It is only a meagre and a
transient wealth that is gained by pillaging one's neighbors,
keeping them poor and refusing to do business with them.
Industry has discovered a more excellent way — more, better
and cheaper goods, produced in great volume by high-paid
workmen using the most advanced technology where sup-
plies of materials are most favorable, and sold in the widest-
markets at the lowest cost. This principle is not respecter
of mere political sovereignty.
It cannot operate in close confinement. This doctrine
brings us back to our premise that in the long run idealism
and self-interest tend to become one. If fate has appointed
us to be the world's banker, we can insure our own pros-
perity only as we create it for others.
Economists do not seem to agree on many points, but
on this they seem to be of one mind, that we can not main-
tain our prosperity merely by producing to consume. To
prosper we must not only produce, but INVEST. What
we invest, we devote to increasing our means to produce
and adding to its efficiency. We do this in part through
our savings and in part by borrowing from the future
through the mechanism of credit, sluicing money through
expenditures for plant, equipment and labor into purchasing
power to be added to that which comes from producing
consumable goods. The price of prosperity has been esti-
THE ENGINEERING JOURNAL August, 1943
461
mated at the flow of 20 billions a year into our economy,
as an expansive force. To meet the war's emergency we
have been anticipating our normal flow of investment for
many years to come. How then can this expansive force be
maintained when peace comes and our own demand for
capital goods threatens to fall to a mere trickle ? After a
transient boom, while our own deficits of consumption and
the world's tragic depletion are being made up, then what ?
Frankly, I can see but one chance to preserve the ex-
pansive forces of economic freedom and vigor. There are
still immense areas of the world which sustain overcrowded
populations at a bare subsistence level. The war will have
brought millions of men, who in the past have asked little
more than that the daily rice bowl should be filled, into
contact for the first time with a civilization which offers
some hope of plenty, and of the means to defend their
national life. Primitive agriculture and handcraft, however
idealized by Gandhi, hold out no promise of betterment.
Human experience offers but one hope, and that is indus-
trialization. The United States alone will have the capital
to finance and the industrial capacity to undertake the
huge job of industrializing such areas as India and China.
Is not the industrialization of now backward populations
an invitation to doom through pauper competition ? In
seeking thus to keep our own capital and our own industrial
capacity at work, are we not merely putting off the inevi-
table ? Yes, but so is a man riding upon a bicycle. Like him,
we are living in a dynamic equilibrium. Our fathers' wealth
was in land, solid and permanent; ours is in plant and
machinery, in knowledge and skill, valuable only when
working.
Let us turn our view for a time to the domestic horizon.
For nearly fifteen years our most conspicuous social trend
has been a growing concern for economic security. Our
people have come face to face with the fact that the removal
of the great mass of the population into industrial centers
has destroyed the natural security of an earlier generation
rooted in the soil. When adversity comes, there is no place
to go, except on relief. Like every other highly industrialized
nation, we are bowing to the inevitable of social insurance.
How far will this trend go ? Is it compatible with the
democratic faith, born at Plymouth Plantations, that men
are expected to look out for their own ? Britain is weighing
its Beveridge Plan and the United States has received, if
somewhat contemptuously, the massive report of its Delano
Committee.
If you will grant me three guesses, I will hazard a pre-
diction that our American plan of social security will attempt
to set up three guarantees, one of subsistence, one of a
chance to work, and a third of a chance for young people
to get a start in life. Is this radical socialism, a dangerous
drift to the left ? Possibly, but I doubt it, for the three
minimum essentials were inherent features of our earlier
way of life. When the birthright of security on the soil is
lost, men look to organized society for an equivalent. The
degree of danger to free institutions depends on the degree
of stability which can be developed in the industrial system.
Keep it running at normal vigour, and few Americans are
interested in collectivism; permit it to falter and to stall,
as in the late 30's, and the leftward drift may become a
sweeping tide.
As we have noted, the economic machine runs on two
sets of cylinders, one fed by production, the other by in-
vestment. The former gives us little trouble in itself, but
the latter is unduly sensitive to stimulus and has trouble-
some stalling tendencies. In order to get a more effective
regulator, it seems probable that we shall have to develop
some new kind of partnership between government and
free enterprise, and especially to draw on the resources at
government's command not only to check excessive stimulus
to investment, but also to supply deficits when private
sources grow jittery and contract. We have been getting
what our chemical confreres call a "pilot plant experience"
with such a partnership in the war effort. It is government
which has guided industry out of its normal channels, altered
its plant and product beyond recognition, set limits to
materials, to credit and to profits, and stripped it of the
reserves which it might have saved to finance its ultimate
return to peace-time channels. Inevitably, government will
have to pilot industry back again.
Clear thinking on just what government and free enter-
prise can each contribute to a lasting partnership may be
particularly helpful at just this point. First, let us remember
that the problem we have to solve calls for multiplication
rather than division. The witness of experience is clear on
one point, namely that democratic government is not and
perhaps cannot be an effective agency for creating wealth,
but by its very responsiveness to shifting popular will, an
agency for distributing it. Government is an agency of
division and not of multiplication. Whenever it has tried
its hand at creating wealth, as it has in Russia, it has found
itself compelled to take on dictatorial form, no matter what
its avowed political theorj\
Let us note at this point a parallel between economics
and thermodynamics. I do not refer to their traditional
academic dryness. Energy, we all know, tends to run down
hill, to spread itself thinner and thinner until it ends in
impotence. If you want to make it do useful work, you
have to concentrate it, confine it, guide, it in cylinders or
blades, and possibly step it up into current of high potential.
All this, as you know, goes against the natural instinct of
steam and electricity. It calls for special skill in design and
management and for endless precautions against waste.
This is something democratic government can not do. It
can spend, but not save; it can provide insurance, but can
not lead men to take risks; it can make work of sorts, but
not multiply normal jobs, and its executive decisions do
not conform to the business standards of enterprise and
prudent risk, but are made with an eye to the election
returns. There is no need to dilate on government's weird
book-keeping or the magic of rubber yardsticks. Details
don't matter much when the principle is basically wrong.
It just can't be a democracy and create wealth. It has to
leave that function to free business organization outside of
the structure of government.
Government is, of course, a partner in the wealth-creating
business just as the bearings and guides of an engine are
partners in the power-making business. These bearings and
guides never put an ounce of thrust into the pistons, but
they can discourage the pistons mightily if they are badly
lubricated or out of alignment. This partnership of govern-
ment and free enterprise assumes an overshadowing im-
portance in the face of the debt we shall inherit from this
war. At the least reckoning, every dollar of our productive
assets, every dollar we have saved and invested in farm
land, in urban real estate, in mines and oil wells, in factories
and transportation systems, in power or communications
services, or in the whole mercantile enterprise, will be mort-
gaged with a dollar of debt. Will America be solvent or
will it be sunk ?
The fact that we will owe the debt to ourselves will make
it easier to bear. What really matters is not how much we
will owe, but how much income we will have to carry it.
If I owe $10,000 and earn $2,000. I am broke; if I owe
$10,000 and earn $50,000, the bank will be glad to carry
me. There are three ways to deal with debt: the first is the
way of repudiation, either direct or through the subtler
magic of inflation, and this is the way to ruin; the second
is the Spartan way, to grin and bear it, to pull in the belt
and cut the standard of living, and this is the way to
paralysis; and the third way is to dwarf the debt into
insignificance by speeding up our production of new wealth,
which is the only road that leads to a brave new world.
For this third way there is an inspiring precedent. A cen-
tury and a quarter ago Britain came to the end of the
Napoleonic wars in great distress, burdened with debt, faced
with the collapse of employment, haunted by unrest as de-
mobilized soldiers and sailors roamed the streets, her sea
462
August, 1943 THE ENGINEERING JOURNAL
trade in ruin, and the whole outlook black. Two decades
later Britain was incomparably the richest and most power-
ful nation the world had ever known. How had this miracle
been wrought ? By taxing capital out of existence ? By de-
valuating Sterling ? By going on the dole ? By becoming a
Soviet collective ? None of these. Britain's might was the
fruit of new wealth, wealth that had never existed before,
fashioned out of British science, British invention, British
enterprise, British industry and gleaned from every corner
of the world.
In government's new partnership with free enterprise the
role of policeman will not suffice. Politicians seem to find it
difficult to grasp how much more the public has at stake
in the advancement of science and technical arts than in
any scheme of taxation or regulation or policing of capital
structure, or limitation of rates or prices. One recalls in
this connection the visit of the Parliamentary Commission
to the laboratories of the great Faraday to view the evi-
dences of his epochal discoveries in electricity and mag-
netism. Turning to one seemingly useless gadget the Prime
Minister is said to have remarked with a sneer, "Of what
possible use is a thing like that ?" "Ah, my lord," replied
the patient Faraday, "some day you may be able to tax it."
Some day you may be able to tax it ! What prophetic words !
Last year the industry built upon the apparently useless
gadget turned into our public treasuries in this country
alone about half a billion dollars, a mere fraction of the
wealth created in a single year, yet a sum incomparably
greater than the entire cost of winning all our knowledge
of electricity and magnetism. Ignorance, rather than per-
versity and greed, is still man's costliest enemy and research,
in the long run, still man's nivst profitable investment.
Our most vaunted triumphs of the technical arts are in
reality mere challenges to our ignorance. Somewhere back
of the lights in this room is a coal pile; if we turn 30 per-
cent of the coal's energy into electric current we do well,
and then turn only 8 or 10 per cent of the current into
useful light. Of the precious gasoline we put into our auto-
mobiles, we use only about 8 per cent to drive down the
road — the exhaust, the cooling water and the friction of
the engine and transmission dispose of the rest. Will you
trust government to narrow this gap of ignorance, or leave
that job to individual initiative and free enterprise ?
Government has its role in the economy of tomorrow,
but its role is that of a friendly banker and investor, check-
ing inflationary trends in times of prosperity and sustaining
the flow of investment in times of recession, distributing
some of the fruits of industry in the form of public works
and services and of social insurance, but the creation of
new wealth is the job of free enterprise. This is the evangel
which engineers everywhere, as ministers to the general
well-being, have to proclaim.
In the building of the peace we have not only a gospel
to preach but work to do. I have mentioned the role which
should be ours as the pioneers of relief and rehabilitation,
as explorers on the frontiers of international finance. Mean-
while we have a job to do in formulating a science of public
investment with measuring sticks as sound as those engi-
neers now apply to private undertakings. Government
knows how to spend, but it does not know how to invest.
Criteria are lacking. The two yard-sticks an engineer applies
to every private project- — will it work ? and will it pay ? —
are good but not enough. To these must be added — what
are the alternative costs in public relief ? what are the social
returns in regional development ? and possibly many more.
In a word, public investment is not a two-dimensional but
a multi-dimensional problem for the engineer to solve. On
some of these dimensions the engineer must do teamwork,
with the social scientist, and to-day the two scarcely speak
the same language. It will not do to write the economist off
as a dealer in abstractions, or. the political scientist as a
dealer in "globaloney" or the sociologist as a sentimentalist
saying solemn things about the obvious — we must learn to
do team-work with these men or we may find ourselves
on the side-lines.
If government is to become a true partner in our economy
our profession must supply to it a generation of public
servants who will bring into government some of the same
dynamic character we supply to industry, some of the same
alertness to make investment which will contribute to the
multiplication of wealth. We must supply to the world of
private effort in ever greater numbers men who will bend
every effort to the creation of new products and to the
development of more efficient processes; but above all we
must supply to every area of industry and of government
the new type of trustee-manager who is neither capital's
man nor labor's man nor the customer's man nor the gov-
ernment's man, but is able to reconcile their common in-
terest in the teamwork of production. Some of this task
each of us can do through his daily job, but there is a large
and growing part that we can not do at all unless we pool
our effort and our influence through the organizations of
our profession. Lacking this, we are merely skilled technical
workers and not true professional men.
When I survey the by-products of our war effort and
the means of well-being we are adding to our store — our
vastly augmented production capacity, our amazingly ad-
vanced production technique, our renewed discipline, our
widely shared technical knowledge and skill, the marvellous
fruits of war invention and research, and especially our
reborn faith in oursleves and our national destiny after
the devitalizing pessimisms of the depression — I find it hard
to be gloomy about the future. Our larders may be lean,
our wardrobes threadbare, our homes and plants short of
equipment, our automobiles obsolete, our tires worn thin
and smooth and our balance sheets debt-ridden when peace
comes, but when in human history has a generation faced
future with such fabulous means to well-being IF — and
was any IF so important ? — if we can organize that future
on worthy lines. This is no time for engineers to wrap
themselves in the mantle of isolated individualism — let us
get together and be about our business.
THE ENGINEERING JOURNAL August, 1943
463
ROYAL ELECTRICAL AND MECHANICAL ENGINEERS
COLONEL R. B. MAXWELL
Assistant Adjutant General R.E.M.E., British Army, London, Eng.
NOTE — In February of this year, Colonel R. B. Maxwell,
Assistant Adjutant Ceneral R.E.M.E., spoke to the Institution
of Mechanical Engineers in London, about the relationship
of mechanical engineers to the R.E.M.E. This was described as
an informal meeting and the speaker was careful to point out
that, as the views expressed might be controversial, he wanted
it understood that they were his own and not necessarily those
of the War Office. However, as the chairman of the meeting was
Major-General E. B. Rowcroft, director and head of the
R.E.M.E., it may not be amiss if Colonel Maxwell's comments
are accepted at face value.
In view of the discussions that are taking place in Canada
relative to the merits of the R.E.M.E. set-up for the Canadian
forces, and the evident opposition that has developed in those
circles most likely to be adversely affected by such a change,
it is interesting to read — even between the lines — Colonel
Maxwell's account of the early development in England.
The following is not the complete address, but just those
portions which would seem to be of special interest to Canadian
engineers. — Ed.
It is not for me to express political views about the
direction of the British Army between the last war and the
beginning of this one or bring to your well informed notice
that the British Army always serves loyally and without
question the wishes and the desires of the Government of
the day, irrespective of what other nations may be doing
and the requirements of trade and home industry. Our
repeated reverses, at the beginning of this war, caused
surprise and alarm in the minds of the indomitable British
public. This quality is our secret weapon. Time passed on
quickly but there was little improvement in our efforts to
get our enemies down. It was becoming increasingly appa-
rent that this was a new type of war — an engineers' war — a
war of machines in which the necessity for machine master-
ship from all aspects loomed ever larger before us.
In August, 1941, an interim report was published by
Sir William Beveridge's Committee on the "Use of Skilled
Men in the Services" presented by the Ministry of Labour
and National Service to Parliament by command of His
Majesty. The opening passage of this and the interim
report reads as follows:—
Sir,
To the Right Honourable Ernest Bevin. M.P.,
Minister of Labour and National Service.
1. TERMS OF REFERENCE.
We were appointed by you on the 9th June last as a
Committee instructed to "examine in consultation
with the three Service Departments, the use now made
in the Royal Navy, the Army and the Royal Air
Force of skilled men and to advise in the light of the
operational and maintenance commitments of the
three Services.
Jumping on to paragraph 27(e) of this Beveridge Report —
reads : —
The Army is not a centralised Service like the Navy
or the Air Force, but a combination of distinct corps
and of units with, in many cases, strong local associa-
tions of sectional traditions. The loyalty both of men
and of their commanders is often, in the first instance,
a loyalty to their particular unit or corps and sets up
obstacles to transfer which do not occur in the other
services. The machinery of transfer is necessarily more
complicated.
Sir William Beveridge, whom one might call "the great
social engineer," was only stressing how "cap badge
conscious" the Army really is, whereas the Navy and the
Air Force each wear one badge. We have heard of the
ingrained discipline of "esprit de corps" and of dying for
the sake of the regiment and the reverence with which all
regimental colours are held. These are centuries old tradi-
tions, and custom. These teachings cannot be eradicated
in a day. All regiments and corps are justly proud of their
past traditions and their pride, in some cases, thus naturally
tends to cloud the urgency of change in the vital require-
ments of the immediate present.
Pooling of Mechanical Resources
Now to paragraph 33 of this Beveridge Report — reads : —
The Army is based upon corps and upon units; we
do not undervalue the importance of seeing that each
unit is closely-knit and self-reliant. But neither unit
nor corps should seek to be self-contained. Break-up
of the engineering work of the Army, between corps
and units to the extent to which it is carried to-day,
involves duplication of workshops and multiplication
of reserves of skilled men and special equipment . The most
economical use of scarce resources depends upon
pooling them as fully as possible. Extensive use of
armoured fighting vehicles makes it certain that for
their sake there must be skilled men and equipment
capable of difficult mechanical repairs within reach of
the front line, however that may move.
What the far-sighted Beveridge said and ruminated on
in the months leading up to February 1942, after extensive
tours to all Service Units, bore fruit in the recent battles in
North Africa. In General Montgomery's advance between
23rd October and the 23rd November, 1 942 (this, of course,
was after R.E.M.PL had been formed), of 1,200 tanks
incapacitated 1,000 were repaired by first and second
echelon R.E.M.E. Mobile Workshops and put back into
the battle; only 200 had to be evacuated out of the fighting
zone. This was an improvement in maintenance service to
the Army out of all recognition to that provided in previous
North Africa campaigns. R.E.M.E. had started off well.
We now go to paragraph 44 of this Beveridge Report —
reads: —
A Corps of Mechanical Engineers. The other proposal
is that there should be established in the Army a Corps
of Mechanical Engineers. The success of the Navy in
making good use of mechanical engineers is not due
solely to the fact that the naval problems are simpler
than those of the Army. It is due also to the fact that
the Navy has had for so long an engineering branch of
high authority and has had other technical branches
specialised on torpedoes and electricity or ordnance.
The Navy is machine-minded. The Army cannot
afford to be less so. The Navy sets engineers to catch,
test, train and use engineers. Until the Army gives to
mechanical and electrical engineers, as distinct from
civil engineers (I think here Sir William Beveridge was
referring to the main function of the Royal Engineers)
their appropriate place and influence in the Army
system, such engineers are not likely to be caught,
tested and trained so well as in the Navy; there is
danger that they will be misused by men whose main
interests and duties lie in other fields.
Whether a Corps of Mechanical Engineers to serve the
whole Army is essential is obviously a question in which
there can be many lines of thought and many divergent
opinions, but I may say that for some years there lias been
in the Army a body of opinion which held that such a
corps should be formed and this view was gaining wider
support as a result of this war's teachings even before Sir
William's report was published.
464
August, 1943 THE ENGINEERING JOURNAL
New Methods for New Tasks
The Beveridge Report reads: —
The Army, under our audit of the use of skilled
men, shows less well than do the other Services. This is
due mainly to the fact that the Army's problems in this
field are harder. But, in part, it is due to failure to
realise the organisational changes involved in substitut-
ing for an Army mainly of foot soldiers an army mainly
dependent upon machines and technicians. The
officers and men of the Army are of the same breed and
spirit as their fellows in the Navy and the Air Force.
But they can work only within the frame of an organ-
ization and the frame needs to be changed as the
nature of war on land is changed. Mechanization of an
Army should begin from the top.
So this masterly report goes on, and near the end we
find a sentence which reads : —
Among the changes suggested in paragraphs 29 to
42 we regard as vital the technical review of establish-
ments, the pooling of mechanical resources and the re-
organization of selecting, sorting and trade testing
arrangements. Underlying these and a condition of
their achievement is the giving to mechanical and
electrical engineering, as distinct from civil engineering,
its appropriate place and authority in the higher
councils of the Army.
The responsibility for investigating the points in favour
of and against the formation of a Corps of Mechanical
Engineers from an Army aspect was delegated to Lieut. -
General R. M. Weeks, c.b.e., d.s.o., m.c, then the Director
General of Army Equipment, a man of science with a
discerning knowledge and background of engineering
experience, distinguished soldier and industrialist — he is
now the Deputy Chief of the Imperial General Staff.
General Weeks, assisted by a select committee, went into
the matter fully, being very open-minded. After pondering
the matter deeply and taking into account all reports,
including the most important — those from the battlefields
— he recommended to the Army Council that this corps
should be formed. As a result many regard General Weeks
as the legitimate father of the R.E.M.E. Between the last
war and this war, the idea of forming such a corps was
flirted with on a number of occasions but the deliberations
which took place came to nothing. It fell to the lot, how-
ever, of Major-General P. O. Edgcumbe, c.b.e., m.c,
appointed as the chairman of the R.E.M.E. Committee, to
form this new corps. Sir William Beveridge made abun-
dantly clear, as seen from some of the passages in his report,
all the difficulties involved and it is only right to say on
behalf of the War Office that these in the main were over-
come before the publication of the Beveridge Report so far
as tradesmen were concerned. It has now been decided to
comb the whole Army of officers with electrical and mechan-
ical engineering qualifications, with a view to their transfer
to R.E.M.E. to meet, in part, the shortages in the same
way in which the tradesmen deficiencies were met.
It can be seen that there were in addition many generals,
and the body of public opinion, thinking on parallel lines
that something drastic had to be done about dealing with
this war of machines and the recommendations of this
Beveridge Report were not of course without considerable
influence. Sound reasons and economy always appeal to
Their Lordships of the Treasury especially when these are
made by probably the most eminent of all leading economists
Sir William had paved the way for the War Office, who
always have quite rightly to use convincing and persuasive
arguments to Their Lordships before their approval is
granted to any new venture.
On the 22nd May, 1942, the formation of the new corps
with the title "The Royal Electrical and Mechanical
Engineers" was authorized by Royal Warrant and was
born on the 1st October, 1942. The functions of this corps
are brieflv: —
1. Inspection and maintenance of tanks, .wheeled
vehicles, all artillery (including field, anti-aircraft
and coast defence), small arms and machine guns,
radiolocation, fire control and all other instruments,
signalling equipment and transmitting sets and the
installation of coast artillery machinery.
2. Recovery and repair of all the above equipments
consequent upon ordinary wear and tear or battle
casualties.
3. Investigations into defects of design and recom-
mendations for improvements.
4. Advise on prototype design from a maintenance
angle.
So on 1st October, 1942, a complete chain was established
for the direction and co-ordination of the R.E.M.E. — thus
charged to serve the whole Army everywhere — starting
with the Director of Mechanical Engineering in the war
Office, Major-General E. B. Rowcroft, c.b.e., and passing
down through deputy directors to the R.E.M.E. officer
who acts as a technical adviser to the Commander — be he
Army, Corps, Division, Brigade or Unit. Each formation,
therefore, — Army, Corps, Division, Brigade and certain
individual Units — now has its own mobile workshops and
R.E.M.E. engineering staff. Backing these are the great
static base workshops in this country and in all theatres
of war where any type of repair to any equipment can be
effected and where any necessary manufacture of parts or
production of equipment can be undertaken. Base work-
shops in Egypt vary in size and one has as many as 9,000
men — the largest.
Experience of the past three years has shown that
engineers, especially those attached to units, individually or
with Light Aid Detachments, which consist of one officer or
Armament Artificer Warrant Officer assisted by 15 to 20
tradesmen, must always be fighting soldiers and much
valuable work has been done by these small workshop
detachments in France, the Middle East and elsewhere.
Light Aid Detachments frequently have to do repair work
on tanks, vehicles, guns and other equipment under fire and
the recovery and evacuation of badly damaged tanks and
other equipment, which is a R.E.M.E. responsibility, can
be quite an exciting affair. The new corps is therefore
combatant and selected officers are sent to the Staff College.
The officer personnel of this corps have, therefore, to be
tough and trained as engineer specialists in the various
types of equipment which have to be handled as well as to
be Staff Officers and advise formation commanders how
these equipments are to be dealt with under battle con-
ditions.
Field Organization of R.E.M.E.
Much as I should like to be able to give you a picture of
the R.E.M.E. field organization I am not permitted, for
security reasons, to expound on this in detail, but will try
to portray in broad outlines just what the new corps does
in the field and leave you to fill in the gaps from your own
imaginations.
The R.E.M.E. maintenance organization starts with
small units, detachments and even single craftsmen right
in the front line, in fact the recovery sections are among the
first to land on the beaches, frequently work in front of the
front line and recover vehicle casualties, not only our own
but those of our opponents, from the teeth of the enemy.
In earlier campaigns the boot has tended to be on the other
leg. These are the officers and craftsmen who have most of
the thrills and they must be able to improvise, to work in
impossible conditions — and to fight — according to the
needs of the moment.
Behind these there are the second echelon mobile work-
shops whose main function is repair by exchange of assem-
blies and components — new parts for old — and believe me
their function is an engineer's nightmare. It consists of
work, pack up, move, unpack, work, pack up and move
again. To organize work under such conditions needs con-
THE ENGINEERING JOURNAL August, 1943
465
siderable acumen especially when the advance is 1,400
miles in 80 days from El Alamein to Tripoli.
Then we have the third echelon workshops which are
semi-static and which work by reconditioning and exchange
of assemblies. Theirs is a more systematic role and except
when an extremely swift advance is in progress they may
remain on the same site for weeks at a time and have their
work brought to them. To use General Rowcroft's own
words, however — there is need for a very flexible organiza-
tion between 1st, 2nd and 3rd echelon workshops — as in
fluid warfare the dividing line must be viewed with a very
liberal eve.
Here I might mention that the R.E.M.E. Staff Officers
who advise the formation commanders have to be "town
planners" as well as engineers. They must reconnoitre the
countryside and select exactly the right spots to locate the
various workshops, taking into consideration the nature of
the ground, wide dispersion, the operational plan, accessi-
bility to roads and/or railways, camouflage and possibly
even the disposition of wrecked vehicles to avoid long
haulage.
Finally, we have the large base workshops fourth echelon,
where almost anything can be repaired or manufactured and
these shops are in fact complete engineering works and
sometimes employ as many men as some of our large
industrial engineering works at home. Last but not least
there are the small port workshop detachments whose work
is similar to that of the front line craftsmen except that
they look after vehicles and guns on disembarkation and
attend to minor faults and repair damage caused by landing
or in transit — especially after long sea voyages — corrosion,
fatigue of springs, etc. — or the troubles of intense cold —
Arctic route to Russia.
You may be able to visualize the extent of the R.E.M.E.
organization apart from the large numbers vital to the Air
Defence of Great Britain, if I tell you that in the first and
second echelon repair only there are about 25 R.E.M.E.
officers and between 700 and 1,000 R.E.M.E. tradesmen in
each and every division, including airborne and marines.
Multiply these figures by the number of divisions and add
the skilled craftsmen required to man the larger rearward
and base workshops and you will have some idea of the
huge skilled-man-power bill for a force such as recently
landed in North Africa and why R.E.M.E. needs so many
engineer officers and skilled craftsmen.
Then to paragraph 60 of the Beveridge Report: —
"But war is a judgment of results, not of zeal or
ability or intentions. If what has been tried hitherto
has not succeeded, there is need and time, and this is
the time, for stronger measures. Now is the time to
build our coming Mechanical Army."
In conclusion I hope I have made clear how important it
is for R.E.M.E. to have the very best type of young engineer
in its ranks, whether as officers or skilled supervising
N.C.O's. The success of any venture depends on the quality
of the men who undertake it. In modern battles it is the
margins that count and the victorious commander will
usually be the one who can bring the greatest weight of
armour and metal to bear, not only on the first day of
battle, but more especially on the fourth, fifth or sixth
day when even a small margin of tanks over his opponent
may prove decisive, and there R.E.M.E. plays one of its
most valuable parts, by restoring to battleworthy con-
dition in the shortest possible time the greatest number of
vehicle casualties.
Unfortunately, engineers are in short supply. A com-
mittee has been working under Lord Hankey to balance the
demands of the services and industry and that committee's
work has been invaluable and has had the whole-hearted
co-operation of the professional engineering institutions.
We must aim to draw closer the relationship between
industry and the engineering arms, such as R.E.M.E., in
the Services. Much can be learnt by both from each other
but only fully so when our mutual problems are well
understood. We, on our side, look forward to the time when
the designer and production engineer in industry will have a
direct link with the engineer in the theatre of operations so
that many of the problems which arise there can be quickly
rectified, as this war is going to last a long time yet.
ALTERNATIVE FUELS FOR MOTOR VEHICLES
Discussion (Continued from page 4-54)
suggested that, if success was to be attained, supervision
of the types of producers used, etc., should be under the
control of a responsible organization and it was thought,
in the case of farm tractors, makers of tractors could
cooperate.
A possible shortage of wood and charcoal was foreseen
should a considerable number of vehicles be converted to
use producer gas. This has happened in some European
countries but these countries are now using other solid fuels.
It was suggested that a reactive char can be produced from
low rank coals and that this might he the most logical fuel
for producer plants in western Canada. The possible use
of charcoal from straw was considered but this is not prom-
ising because of the bulky nature of the straw and the
small yield of charcoal.
The use of compressed natural gas for fueling, trucks,
buses, etc., was discussed. One firm had already investigated
the possibility of this development but found that the cost
of compression equipment was high in this country, and
that there would be a saving of only a few cents per equiva-
lent gallon of gasoline. The risk that the government might
levy a tax on such fuel discouraged its introduction. How-
ever, if the price of gasoline were increased, develop-
ment of natural gas as a fuel for motor vehicles
appears probable.
The use of steamer cars such as White, Stanley, and
Brooks, which were fueled by kerosene or other liquid fuels,
was introduced. The general opinion expressed by those
who had either driven or ridden in these cars was very
favourable. Evidence of low cost and efficient operation
was suggested. Boiler troubles had been experienced with
steamer cars, but the art of boiler making and the develop-
ment of new steels in the last two decades would, it was
felt, overcome this difficulty. The use of steamer cars during
periods of low temperature was also considered. A solid
fuel might be considered tor future use. One question asked
was why the steamer car is not now an important means
of transportation.
Several speakers said thai butane and propane were being
used in California for internal combustion engines and that
there was less oil dilution than occurred with gasoline.
This also applies to other gaseous fuels. The cost of convert-
ing a car to use liquefied gas was small, and when engines
with higher compression than now used are designed, the
power output with this fuel would be greater than that
obtained with gasoline.
466
August, 1943 THE ENGINEERING JOURNAL
Abstracts of Current Literature
THEY CAN OPEN EUROPE'S GATEWAYS
Royal Engineers' Triumph
By Howard Clegg
When the layman thinks about invasion he thinks about
communications. Nearly four years of global war have made
him as familiar with this department of strategy as with
elementary attack and defence. And among the strongest
links in the chain of communications are the ports.
Accounts of British raids on French ports have given
some idea of their structure — the moles and basins and
artificial canals, extending, with their piers and wharves
and floating docks, for miles behind their narrow entrances.
Every yard of those intricate port facilities will be needed
to maintain communications as soon as the Allied forces
begin to land to attack the Fortress of Europe. Germany
and Italy know that. They also know that the intricacy
and the extent of artificial construction make it easy for
them to render the ports useless when they are forced to
withdraw.
At this moment they are planting their demolition ex-
plosives. The Allied armies will find havoc and obstruction
in place of unloading facilities. But all that has been fore-
seen. Even while Britain's troops were withdrawing from
France and preparing for the Battle of Britain the Royal
Engineers were planning ahead for the day of re-entry. They
foresaw the need for special units trained and equipped to
replace havoc by order as speedily as possible.
New Companies Formed
The fall of France and Battle of Britain created both the
need for immediate organization and the opportunity for
practical experience. Britain had become the Allies' sole
base in Europe for the assembling of supplies. Lend-lease
was in prospect. Dock facilities were inadequate to handle
the immense shipments which would arrive; and the facili-
ties which did exist were being bombed. The decision was
made to build new ports especially to handle military ship-
ments. The work was to be done by military labour.
To begin the work promptly a company of skilled trades-
men, experienced in port construction, was borrowed from
the Department of Fortifications and Works. Meantime
Britain's Royal Engineers got busy organizing their own
companies for the work. They formed units to construct
port railways, to build heavy earthworks, to quarry stone.
They enlisted every class of skilled artisan, trained them
all in quick methods and short-cuts, gave them the newest
and most efficient mechanical equipment, and put them
to work constructing new docks and jetties for big ocean-
going ships.
The success of this enterprise goes a considerable way
toward explaining how Britain was fed and supplied despite
the damage done to her harbours by the Luftwaffe. But
interest centres now in the readiness of these men to cope
with the immense and vital problem of re-habilitating, in
the course of invasion, demolished Axis ports.
With the Spearhead
They are organized for that job. The organization is simple
and flexible. It has at its head the Director of Transporta-
tion whose Deputy D.D.Tn. (Docks) is also responsible
for the operation and maintenance of the ports. The Con-
struction and Repair division of his command is set up in
Groups, each Group consisting of two Port Construction
and Repair companies or one P.C. and R. company and
one Port Repair Ship under the command of a Lieut.
Colonel who is something between a consulting engineer
and a contractor's agent in his operational functions. Each
company is a self-contained operating unit with compre-
hensive equipment and specialist personnel covering the
whole range of construction trades.
Abstracts of articles appearing in
the current technical periodicals
When invasion starts these companies will go ashore close
up to the spearhead. As soon as a port is in Allied hands
they will be thrown into action to build temporary wharves
and jetties for the landing of the most urgently-needed
supplies. Then they will re-build the demolished docks so
that the full flow of traffic can pour through. (Brother
units, Port Maintenance companies, will see to the re-
equipping of the wharves with cranes, derricks and landing
gear.)
Their job will be as exciting as it will be interesting. The
Germans will leave booby traps and delayed action mines.
The Luftwaffe will be there if possible to delay the work
with high explosives and incendiaries.
High-Speed Work
Speed of construction is recognized as one of the most
effective counter-measures against interference, as well as
being vital to the progress of the offensive. Consequently
the Port Construction and Repair Companies have mobil-
ized resource and inventiveness to cut down to a minimum
the work that must be done on the scene. New materials,
new devices and new methods have resulted in what appear
to be miracles of performance. Old habits, customs and
prejudices have been thrown overboard. Here is just one
proof :
When Lend-lease shipments began to arrive and saturate
Britain's home port facilities, the Royal Engineers found
it necessary to construct two 300-ft. jetties in 30 days.
Normally the work would have taken 90 days ; for obtaining
and driving piles is not a fast job. The Port Construction
and Repair companies improvised a method of building
jetties with railway trestles. The job was finished in a month.
Now they have developed a special trestle for the work.
When Allied troops pause on the soil of Europe to bless
the Quarter-Master General for the presence of plenty of
everything, a big part of their tribute will be due to the
men of Britain's Army Port Construction and Repair com-
panies who fixed the vital link in communications.
THE U.S. THUNDERBOLT
From Trade and Engineering (London, Eng.), June 1943
It may now be disclosed that one of America's latest
fighters, the P47, known in this country as the Thunderbolt,
is in action with the United States Eighth Army Air Force
in Britain, and has already destroyed several of the enemy's
best fighters, F.W. 190s. This is the first war theatre where
it has been reported in action. The Thunderbolt is a single-
engined, single-seat, low-wing monoplane with conventional
retractable landing gear. It is a large and heavy machine,
having a wing span of 41 ft., a length of 32 ft., and a height
of 13 ft., and its weight of 13,500 lb. is almost double that
of the British Spitfire fighter. The power plant is a Pratt
and Whitney 2,800 radial engine developing 2,000 hp., to
which is fitted a turbo-supercharger. The motor drives a
Curtiss four-bladed automatic-control, full-feathering air-
screw. Cruising range is put at 1,000 miles, but the P47
is capable of being fitted with long-range tanks, which will
enable it to escort the Fortress heavy bombers for great
distances.
There are two notable features of the Thunderbolt. One
is the "blower" working off the exhaust instead of the
mechanical super-charger driven directly by the engine,
which is employed in British and other fighters; the other
is its extremely heavy armament. This consists of eight
0.5 machine-guns, which have a combined rate of fire of
6,400 rounds a minute, or more than 100 rounds a second.
These guns fire a weight of lead which is the equivalent of
THE ENGINEERING JOURNAL August, 1943
467
twenty 0.30 machine-guns. The Thunderbolt was designed
and built by the Republic Aviation Corporation of America,
and is now in full-scale production. It is intended for high
altitude work, and the service ceiling has been put at
40,000 ft.
The results obtained with the Thunderbolt will be watched
with interest in this country, where many people have
doubted the suitability of the turbo-supercharger for fighter
aircraft. Pilots who have flown it in action are well satisfied,
however, saying that it is not only fast and manoeuvrable,
but has a high rate of climb and stands up well to diving
at very great speeds.
A SOLUTION TO THE MISSISSIPPI RIVER
PROBLEM
Abstract from an address to the Board of Directors
of The Broadway Association
By Dr. T. Kennard Thomson, Consulting Engineer, New York
The Mississippi and its branches are again in flood, and
this one promises to be worse than the disastrous flood of
1844. The floods of 1912 and 1916 and many others were
bad — but that of 1927 was the worst since 1844.
In 1927 the flow was estimated to be 3J^ million cu. ft.
per sec. (while the average flow of the Niagara river is only
about 220,000 cu. ft. per sec), more than one million of
our citizens suffered direct loss and millions of acres of cul-
tivated lands were flooded that year.
More than one billion dollars were lost, 700,000 people
lost their homes and more than 200 their lives. The number
of people whose health was shattered and lives shortened
was enormous.
The drainage area of the Mississippi and its branches is
1,240,000 sq. mi., or 41 per cent of U.S.A. and one river can
never be made safe to drain that area.
The levees near New Orleans try to hold the water 50
or more feet above the surrounding country, and a break
causes the country to be flooded into Texas, 250 miles
from the Mississippi. The actual expense of repairing the
levees, etc., is enormous.
A safe and profitable job can be done by constructing
three new rivers, A, B and C (see map) and then recon-
structing the present Mississippi, and connecting these rivers
by the Arkansas, Canadian, and Red rivers — to regulate
the flow when one is dry and the others in flood.
Work on A, B and C should start at the Gulf of
Mexico, as shown on the map, and as each 50 miles is
completed it could be used for navigation, etc. River A
would extend up to Kansas City, about 700 miles; B to
the Ohio river, also 700 miles, and C to the Niobrara
river, about 1,000 miles (it would, later on, be extended to
the Canadian boundary). These four rivers should have
non-corrodable lining for sides and bottom, with a depth
of from 25 to 40 ft. and as wide as necessary for safety.
There would be a drop of from 500 to 3,000 ft. from the
northern end of these rivers to the Gulf of Mexico, which
represents enormous potential water power.
Storage basins should be provided to save the present
annual loss of one billion cubic yards of top soil, now being
washed into the gulf.
Water power development, irrigation, reclamation, re-
forestry, etc., would add enormously to the value of this
project. So, instead of the huge annual loss due to floods,
and dry seasons, the cost would be returned in profits many
times, and the entire continent, including New York (the
chief taxpayer) would be greatly benefited.
The author has been advocating this plan for over 25
years and feels that now is the time to carry it out, to
create real and continued prosperity.
THE SEALING OF POROUS CASTINGS
From Engineering (London, Eng.), June 18, 1943
The occurrence of porosity in castings of various metals
is well known in the foundry and although its incidence is
by no means inevitable, it is generally unpredictable and
involved more often than not the rejection of the affected
casting. Unfortunately, the defect may escape detection
until it is revealed by machining, when the spongy structure
is evident, or by that slow percolation known as "weeping"
when the casting may be actually in service. Although por-
osity in a casting is at all times wasteful, it is doubly so in
the present circumstances and it is of interest, therefore,
to record that a method has been developed by which porous
castings can be made sufficiently sound for use, this method
consisting of the impregnation of the pores with a plastic
material subsequently changed by baking into a hard im-
permeable substance.
The method has been developed by Messrs. Commercial
Structures, Limited, Staff a-road , Leyton, London, E.10, in
collaboration with Messrs. Bakélite, Limited, 18, Grosvenor-
gardens, London, S.W.I. The operation is a simple one. As
practised at the works of Messrs. Commercial Structures
it consists of blanking up all openings in the casting, after
it has been cleaned of moulding sand, etc., and connecting
the interior by means of a flexible pipe to a hand-operated
pump. This pump delivers the plastic material in a fluid
condition and at a pressure ranging from 50 lb. to 600 lb.
per sq. in. into internal spaces. The pressure is varied be-
tween these limits in accordance with the strength of the
casting and the duty it is designed for, and is recorded on
a gauge. Similarly, the type of sealing fluid may vary;
where porosity is due to fine channels, the fluid is clear,
but where these are coarser a filler is incorporated. The
pump is capable of exerting pressures up to 5,000 lb. per
sq. in. The casting is stood in a tray to catch the fluid forced
through the walls and the process of impregnation is carried
out at normal room temperatures.
When the fluid has reached the external surface of the
casting, the latter is drained and removed to an electrically-
controlled furnace, in which it is subjected to a temperature
of 85 deg. C. in order to remove the solvents which form
the vehicle of the resinoid material. The temperature is then
raised to 110 deg. C. and maintained at that level for about
an hour; a further rise to 135 deg. C. with another hour's
treatment then follows. The Bakélite material which has
filled all the pores in the metal is thus cured and thereby
transformed into a solid impermeable mass which, it is
stated, is insoluble in water, petrol, oil, alcohol and other
solvents, and is capable of resisting high-temperature steam.
If the casting is very spongy, a second impregnation and
curing may be necessary, but, normally, one is sufficient.
After curing, a high test pressure may be applied. The
treatment is applicable, in an equally satisfactory manner,
to both ferrous and non-ferrous metals, the latter including
the light metal alloys.
468
August, 1943 THE ENGINEERING JOURNAL
POST-WAR AVIATION
From The Engineer (London, Eng.), June 25, 1943
Post-war aviation was the subject of the 1943 Wilbur
Wright Lecture, given by Mr. Edward Warner, at the Royal
Aeronautical Society some days ago. In that long series of
lectures, few have ranked in interest with it; 1943 will be
looked on as a vintage year. As vice-chairman of the Civil
Aeronautics Board of the United States, Mr. Warner speaks
with authority and has, moreover, access to the detailed
records of some of the largest civil aviation organizations
in the world. From the point of view of the travelling public,
perhaps the most striking of the curves he showed was that
illustrating the great drop in the number of fatal accidents
to passengers during the last fifteen years. In 1929 it was
thirty per 100 million passenger miles flown, and in the
twelve months just ended it had sunk to two. This striking
improvement is due in large part to the growing use of
multi-engined aircraft. If, for instance, the failure of the
engine in a single-engined aircraft were likely to cause a
forced landing every 10,000 miles, then with two engines
instead of one, and the craft able to fly on one, there is not
likely to be a forced landing in less than 100 million miles;
such is the rarity of the "double event." The one exception
would arise in the rare cases when both engines were affected
simultaneously by a single cause, such as running entirely
out of fuel or the bursting of one airscrew chancing to
damage the other, events which of course very seldom hap-
pen. The reduction in the fatality rate of no less than 97
per cent must cause the public attitude to air travel to be
much more favourable than it used to be, and the extent
of future use will depend chiefly on the cost charged and
the comfort and convenience of the service. Reasonable
safety will be assumed.
No air route can be more important than that across the
Atlantic; the present service being a war growth, costs
hardly enter, but Mr. Warner gave a detailed analysis of
costs of running the famous "DC3" aircraft on major air
lines within the United States during the spring of last
year. This craft is approved under American regulations
for a maximum take-off load of 25,000 lb. and carries accom-
modation for twenty-one passengers, which number, to-
gether with 500 lb. to 1,000 lb. of mail, can be carried over
a distance of 500 miles at a cruising speed of some 180
m.p.h. This is equivalent to a pay load of about 3 tons. If
it had to fly 3,000 miles instead of 500, it would need nearly
3 tons of additional fuel, and its pay load would almost
vanish. Hence, without some overload capacity it could
not, on these figures, undertake a transatlantic service,
though with a 10 per cent overload it would be able to
carry ten or a dozen passengers. As a result of the analysis
above mentioned, Mr. Warner gave the inclusive cost per
mile run as 68 cts. If one assumes that the cost per mile
on this longer stage would be much the same, the cost of
flying 3,000 miles would be about £500; so that if there
were ten or twelve passengers they would need to pay about
£50 a head. The larger aeroplanes taking 100 passengers,
which are more likely to be used, would have less propor-
tionate aircraft staffing costs (some 12 per cent of the total)
and a lower transatlantic rate than £50 might be possible.
But even that rate would be a competitive one with surface
transport, especially as the whole of the flying could be
done in a single night journey. If mails were carried the
finance should be easier, since when air mail rates are
charged to the public they are much above passenger rates.
It is not suggested that such figures would apply to a
stratosphere flight at almost double the speed in a pressure-
cabin aircraft, but there is little doubt that those whose
time is so valuable as to call for such journeys would be
willing to pay much higher rates. The normal services would
no doubt be run at the most economical speed, which under
present conditions would lie between 220 and 250 m.p.h.,
depending on size. Although Mr. Warner does not himself
hazard any prediction of North Atlantic fares by air, he
does forecast a probable post-war average of as many as
600 passengers a day in each direction. Rates for ordinary
cargo, however, cannot be expected to compete with land
transport figures and still less with carriage by sea, but if
a rate of lOd. per ton-mile proves to be attainable, some
special goods will no doubt be sent by this rapid route.
Apart from the long stages essential for crossing the
Atlantic, and for some stages in the Pacific, there will in
general be little need to plan for distances of over 500 to
1,000 miles. Longer stages mean higher fuel costs per pas-
senger mile, as there are fewer passengers; it is useful to
remember that 10 per cent of the total load represented by
the weight of fuel is needed to take the aircraft 1,000 miles
and 30 per cent for a 3,000-mile journey. Actually, the
distances go up slightly faster than the fuel weight, since
the load of the aircraft is less in the later stages of a long
journey.
Photo Engineering News-Record
CONCRETE BARGE "BELAIR No. 1'
SAN FRANCISCO
LAUNCHED AT
The first reinforced concrete ship-shaped barge to be launched
at the Belair shipyard of Barrett & Hilp on San Francisco Bay,
under contract for the United States Maritime Commission,
■was, christened and floated in its graving dock at high tide on
June 16. This is the first of 26 of these 366-ft. barges that are to
be launched at this yard. The bottom of the vessels is 7-in.
thick and the side walls are 6-in. thick.
THE ENGINEERING JOURNAL August, 1943
469
From Month to Month
NEW ARMY REGULATIONS FOR SELECTION,
TRAINING AND RANK OF TECHNICAL
PERSONNEL
The much discussed topic of the rank given engineers
upon entering the army has been settled by an order issued
by National Defence Headquarters under the title "Ca-
nadian Army Routine Order No. 3319." This order covers
conditions applying to the selection, training and rank of
all candidates. The sections quoted herein apply particularly
to technical personnel.
It is interesting to note that in all cases except where the
applicant already has qualified for a commission in the
reserve army, all candidates enlist as privates. Candidates
with suitable technical qualifications and experience enter
as privates but, when posted to a district, will be granted
status and pay of cadets as from the date of enlistment.
Another feature worthy of note is that technically
qualified candidates now have the option to return to civil
life if they are not accepted by the selection board. This is
a great improvement and will eliminate those disturbing
cases where technical personnel, badly needed in industry,
had to serve in the ranks, without any prospect of using
their special training.
This order places the Army in a disadvantageous position
in relation to the Navy and Air Force, because these latter
two services still offer engineers commissions upon entry.
An effort to overcome this situation has been made by
N.D.H.Q. in the issuence of a circular letter from which
the following is quoted:
"Notwithstanding the provisions of R.O. 3319, officer
candidates possessing special technical qualifications such
as, in the opinion of the Master General of Ordnance, fits
them for employment as Ordnance Mechanical Engineers,
may be appointed to the Canadian Army Active as
Provisional 2nd Lieutenants.
"No appointment as above will be made without the
prior approval of N.D.H.Q.
"Officers so appointed will be required to proceed to
an Officers Selection and Appraisal Centre for appraisal
by an Officers' Selection and Appraisal Board. On ap-
proval they will be despatched to an Officers' Training-
Centre, or to Corps or Basic Training Centre for such
further training as may be necessary."
This seems to be a round-about way of overcoming the
situation as far as Ordnance is concerned, but how about
Signals and Engineers ? Their shortage of technical officer
material does not seems so critical as it is in Ordnance, but
can they compete for this scarce commodity under these
restrictions ? It seems logical that the engineer will go to
the service where he is offered a commission immediately,
rather than enter as a private and do a preliminary training
that will run not less than five months and probably much
longer.
There is no denying the advantages of having technical
officers well grounded in basic training, including the
handling of men, but under these regulations certain of
the services have all the advantages when it comes to attract-
ing candidates. It is too bad there is not some other system
that would be more equitable to all concerned.
Following are the clauses relating to technical personnel
from Army Routine Order No. 3319, dated June 17th:
1. (a) Soldiers of the Active Army on General Service —
(i) Candidates from Training Centres will be required
to serve a minimum of five months of which at least
two months must be in the capacity of N.C.O. Ins-
tructor, before being recommended to Officers' Selec-
tion and Appraisal Board, the normal sequence of
training being as follows:
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
Basic Training.
Corps Training.
School of Instruction at Corps Training Centres.
Period of duty of not less than two and not more than
four months as an A/I at a Training Centre.
If selected by the O.S. & A. Board to proceed
directly to O.T.C. they will be granted the status of
Cadet upon arrival at O.T.C. If selected to proceed to
O.T.C. after further training, they will not be granted
Cadet status until arrival at O.T.C. after successful
completion of the further training specified by the
Board. If rejected by O.S. & A. Board they will be
returned to the H.W.E. or Unit concerned (from
whence they came).
(b) Soldiers of the Reserve Army —
Other ranks of the Reserve Army will be required to
enlist into the Active Army as Private Soldiers and will
be eligible for recommendation as Officer candidates after
having complied with the provisions of 1 (a) (i) above.
Due regard will be given to previous training and ex-
perience.
(c) C.O.T.C. Cadets—
(i) Other rank candidates from Contingents of the
C.O.T.C. will be required to enlist in the Active Army
to carry out any necessary further training at Corps
Training Centres before being recommended to O.S. &
A. Board, the sequence of training being as follows:
Corps Training.
School of Instruction at Corps Training Centre.
Period of duty of not less than two months or more
than four months as an A/I at a Training Centre.
Due regard will be given to previous training and
experience.
(ii) After July 16, 1943, candidates will proceed to
the Corps Training Centre in the rank of Private and
will be granted Cadet status only on arrival at the O.T.C.
if and when selected by the O.S. & A. Board. If rejected
by the O.S. & A. Board, they will be returned to the
Corps Training Centre concerned.
(iii) The following exception should be noted. Candi-
dates who shall have graduated from universities during
the period from 1st January, 1940, to 16th July, 1943,
inclusive, with the degrees described in C.A.T.P. No. 8
paragraph 5(a) and (c) and who, therefore, are exempt
from service in the ranks, will be accepted into the Active
Army in the rank of P/2/Lieut. up to 16th July, 1943,
from which date sub-paragraphs 5(a) and (c) of C.A.T.P.
No. 8 are cancelled. Such Provisional Officers, on appoint-
ment will proceed to Corps Training Centres to await
quotas to O.T.C. 's.
(d) Officers of the Reserve Army (including C.O.T.C.) —
Candidates who are qualified officers in the Reserve
Army, including C.O.T.C., who by age and category are
eligible as Reinforcement Officers, will, regardless of the
date of such qualification, be required to attend a Special
Officers' Course at an appropriate Corps Training Centre.
They will proceed to this course in the rank of P/2/Lieut.
(Active) and on attaining a standard of training satisfac-
tory to the Commandant will be despatched to the
Officers' Selection and Appraisal Centre. If selected by
the O.S. & A. Board they will be included in quotas to
O.T.C. as P/2/Liéuts. If rejected, they will automatically
return to their former Reserve status.
470
August, 1913 THE ENGINEERING JOURNAL
(e) Candidates from Civil Life —
Candidates possessing particular technical qualifica-
tions or civil experience which may be required by any
Corps will be referred by the Corps concerned to a
N.D.H.Q. Committee who will pass on their technical
qualification. If acceptable, they will be enlisted as
Private Soldiers in the Active Army, posted to a District
Depot where they will be granted the status and pay of
Cadet, effective the date of enlistment, and sent to
O.S. & A. Centres. If selected they will proceed to com-
plete the required training as outlined in sub-paragraph
1 (a) (i) above in the status of Cadet. If rejected, they
will be given the option of returning to civil life by dis-
charge through the Depot of enlistment or continuing in
the Active Army as Private Soldiers. Personnel attending
Basic or Corps Training Centres as Cadets will follow
the normal course but will have the privileges of Sergeants.
3. Notwithstanding anything contained in paragraph 1
hereof, the Commandant of a Training Centre or Com-
manding Officer of a Unit is hereby authorized to accelerate
the progress of any candidate through the normal sequence
of training if he considers such acceleration warranted
by reason of the candidate's previous military training
or unusual aptitude, provided that all candidates from
Training Centres or Units must serve at least two months
as A/I's or N.C.O.'s respectively.
5. The following candidates also are exempt from the
procedure outlined in paragraph 1 and will qualify in
accordance with the Routine Orders as shown:
Provisional Officers for H.W.E. Employment, appoint-
ed in accordance with C.A.R.O. 3321.
Reserve Officers selected for Active Army appointment
under C.A.R.O. 2820.
7. Only in the most exceptional circumstances will
deviation from the terms of this order be considered by
N.D.H.Q."
INTERNATIONAL RELATIONS
Dr. C. J. Mackenzie, acting president of the National
Research Council, has recently returned from abroad. Dur-
ing his stay in London the officers of the senior technical
societies took advantage of the opportunity to meet with
him. There was a discussion of the relationship between
these societies and the Engineering Institute of Canada both
from the point of view of war conditions and for peace time.
It is expected that the splendid relationships which have
always existed between the old country institutions and
the Engineering Institute of Canada will be developed fur-
ther as opportunities are presented.
Those who attended this meeting in honour of past presi-
dent Mackenzie were as follows:
Sir John Thornycroft-
Sir William Stanier -
Prof. C. L. Fortescue-
Dr. C. C. Paterson -
Dr. David Anderson-
Dr. H. J. Gough
Dr. K. Brasher
Dr. H. L. Guy
-President.
Institution of Civil Engineers.
-Past President.
Institution of Mechanical Engineers.
-President.
Institution of Electrical Engineers.
-Past President.
Institution of Electrical Engineers.
-Senior Vice-President.
Institution of Civil Engineers.
-Vice-President.
Institution of Mechanical Engineers.
-Secretary.
Institution of Electrical Engineers.
-Secretary.
Institution of Mechanical Engineers.
THE ENGINEER, THE ARMY, AND HANSARD
From the record, it is apparent that it is no part of
Institute policy to participate in matters of a political
nature, but it is a part of Institute policy to do everything
possible to aid engineers when it is thought that injustices
are being done. It is also a part of Institute policy to do
everything possible within the field in which it is competent
to act, that may aid in the successful prosecution of the war.
Both these points of policy would seem to be served by re-
viewing some questions and answers that were exchanged
on the floor of the House of Commons not long ago.
For a long time there has been comment and criticism of
the many failures to give to engineers and technical persons
appointments to positions — both civilian and military —
which require technical knowledge; also of the failure to
give promotions and authority to engineers in certain active
services where the engineer's work is the most important
part of the services' activity. Some months ago the Institute
set up a committee to examine these things, and to recom-
mend actions which might be taken. This article is not to
deal with that committee, but rather with pertinent ques-
tions raised in the House — and particularly with the
answers.
Hansard reports that on July 21st and 22nd Mr. A. R.
Adamson (West York), asked several questions related to
the use of technical personnel by the Government. The
answers were given by Mr. W. C. Macdonald (Halifax).
Much of the information required for the answers is com-
mon knowledge in military and engineering circles, and the
balance is easily attained. In view of the incompleteness of
the answers and the consequent misconception in the minds
of those not informed, the Journal is presenting herewith
additional statements which it is considered are necessary
to a full answer. This is being done in justice to the hundreds
of engineers in the services, and for the information of those
in civilian employment.
The added information has been obtained from reliable
sources such as official releases, conversations and corre-
spondence with members overseas and in Canada, with
engineers in the Imperial Army, and from books of reference.
Army Technical Development Board
Questions: Mr. Adamson:
1. Who are the director-general and deputy director-general
of the Army Technical Development Board ?
2. What are the technical qualifications of each ?
Answers: Mr. Macdonald:
1. Director-General, Mr. J. E. Hahn; Deputy Director-
General, Mr. J. H. Crang.
2. Of Mr. J. E. Hahn are: Educated University of Toronto
and Osgoode Hall; served in France as Brigade major,
11th Canadian Infantry brigade in great war; successful
manufacturer of electrical instruments, foundry pro-
ducts, machine guns and rifles.
Of Mr. J. H. Crang are: two years at Technical School,
Toronto; two years at Upper Canada College, Toronto;
artillery officer in Canadian militia for many years;
assistant director of artillery, Ottawa, June to Novem-
ber, 1942; intimate knowledge of firearms acquired over
the last thirty years ; for considerable time closely associ-
ated with manufacturing concerns producing steel
products.
Of the Deputy Director, the Canadian Who's Who makes
no mention of any business connection other than brokerage
and provides no evidence of training in technical matters
or in firearms, other than to list "shooting" among his
recreations. It is a well-known fact that up to the time of
his appointment to the technical board, he had no business
experience of any kind except as a stockbroker.
The work of the Army Technical Development Board
(A.T.D.B.) includes, design of new weapons, improvement
of existing weapons and equipment, and a study of arma-
ment used by the Allies and the enemies for possible adop-
tion in the Canadian Army.
THE ENGINEERING JOURNAL August, 1943
471
Ordnance Officers
Questions: Mr. Adamson:
1. How many of the district ordnance officers are qualified
engineers ?
2. How many ordnance officers on the stores side of the
R.C.O.C. have obtained the rank of (a) Colonel;
(b) Brigadier ?
3. How many ordnance officers on the engineering and
mechanical side have obtained the rank of (a) Colonel;
(b) Brigadier ?
4. How many officers of the R.C.O.C, (a) engineering side;
(b) stores side, have been given the Canadian war staff
course ?
Answers: Mr. Macdonald:
1. Nil.
2. In Canada and overseas on the stores side (including
administration, provisioning, salvage storekeeping and
accounting: (a) 17; (b) 5.
3. In Canada and overseas on the engineering and mechani-
cal side, (including mechanical maintenance and mechan-
ization): (a) 9; (b) 1.
4. From Canada and overseas, on the engineering and
mechanical side (including mechanical maintenance and
mechanization) : (a) 2.
On the stores side (including administration, provision-
ing, salvage, storekeeping and accounting: (b) 8.
Regulations provide that the Senior Ordnance Officer in
a district can be on the stores (O) side or the engineering
(E) side. It is interesting to see that there is not even one
D.O.O. in a District who is an engineer. The Journal under-
stands that there has never been one. This seems strange
in a service whose most important work is of an engineering
nature.
In a highly mechanized war it seems strange, too, that
the staff course is given to four times as many stores men
as to engineers. How are the engineers going to qualify for
administrative positions in their own services if they are
not given the necessary courses ? And how can such services
be carried out with the maximum of efficiency if the senior
officers have no technical knowledge or experience ?
R.E.M.E. vs. Ordnance
Questions: Mr. Adamson:
1. Have steps been taken by the Canadian army overseas
to establish a separate corps, similar to the Royal Elec-
trical and Mechanical Engineers (R.E.M.E.) responsible
for all mechanical and electrical maintenance in the field ?
2. If so, what steps have been taken in this regard ?
3. Upon whose advice ?
4. Have similar steps been taken with respect to the Cana-
dian army in Canada ?
5. Have the armies of the other British dominions and India
formed a separate corps to undertake this engineering
and maintenance work ?
Answers: Mr. Macdonald:
1. A corps of electrical and mechanical engineers lias not
as yet been formed in the Canadian army. The organiza-
tion of repair and maintenance services now in effect in
the British army consequent upon the formation of the
R.E.M.E. has not been adopted by the Canadian army.
Consideration of the formation of such a separate unit
will await the observations of responsible officers of the
Canadian overseas army after experience gained regard-
ing its operation in the British organization. In the mean-
time, the personnel concerned remain with the Royal
Ordnance (Canadian) Corps.
2. Answered by No. 1.
3. Answered by No. 1.
4. See answer to No. 1.
5. Information available here not sufficiently definite.
The Royal Electrical and Mechanical Engineers have
been in existence since May, 1942, and. have had a great
part in the successful North Africa and Sicily campaigns.
After these wonderful exhibitions there should be plenty
"observations of responsible officers" readily available. The
R.E.M.E. is wholly a technical organization, officered by
technical men and entirely within the control of technical
personnel.
The correct answer to No. 5 is that the R.E.M.E. set-up
has been adopted by Australia and India. It would have
been interesting if this information could have been given
in the House at the time it was requested.
Ordnance Training Centre
Mr. Adamson also asked questions as to the qualifications
of the two senior officers at the Ordnance Training Centre.
The answers indicated that the CO. had had an engineering
training. The statement that he had "studied civil engineer-
ing at the University of Toronto" is misleading. The in-
formation the Journal gets is that he attended the univer-
sity for only one year, and that he has been a stockbroker
for his entire business career. In spite of all this, he may
be an excellent CO., but it does seem that some technical
knowledge would be useful to the director of such a centre.
Are there no engineers available or competent for such
positions ?
Members of the Institute have been interested in these
things for a long time. The engineers in the army who are
most affected by these anomalies are not in a good position
to voice their complaints. Therefore it is hoped that civilian
engineers will continue their interest, and will give support
to proposals that are intended to get for the technical man
as good a "break" as for the non-technical, and at the
same time increase the efficiency of the fighting units.
It is encouraging to see that these long vexed questions
are getting into the House. It is too bad that the answers
are not more revealing.
WASHINGTON LETTER
In a recent letter, a friend of mine commented at some
length on the Washington Letters which have appeared to
date and remarked that the cumulative effect was to "raise
the curtain a little on the shape of things to come." This
effect has been largely incidental but it is not possible to
live in the thick of the Washington situation for a year and
a half without catching exciting vistas of a more ample life
and hearing the overtones of a more harmonious world
order. It is true that one's idealism is tempered by the frus-
t rations which are our most common day-to-day experience,
that red tape and selfish motivations are often in evidence
and that, in General Somervell's telling phrase, "the future
is clouded with the dust of battles yet to fight." But the
underlying trend has been encouraging.
Problems which looked insoluble a }rear and a half ago
— technical, administrative and strategic problems — have
yielded to satisfactory solutions. Some of these problems
have been so great that their solutions have marked new
mile posts in the progress of human society. These letters
have often commented on the extension of engineering
horizons. The engineering accomplishments in respect to
synthetic rubber, the great expansion of the steel industry,
the aircraft and shipbuilding programmes, the develop-
ments in plastics and communications have all been of
heroic proportions. But there is another phase equally heroic
and equally important to engineers. Some years ago a
friend of mine was giving me his views regarding the diffi-
culties in the way of a planned economy or, for thai matter,
in the way of any social planning short of the automatic
controls of supply and demand. His contention was that
any planning on a sufficiently comprehensive scale to cover
the situation in any one country would break down by
virtue of sheer difficulty and complication. He pictured
what appeared to him to be the impossibility of planning
the production of all the multifarious components of a
modern industrial society in an efficient manner and in
such a way that they would all come out even. Well, in the
last year and a half this problem has been faced and the
machinery for its solution has been set up and is in opera-
tion. And the scope of the solution has been projected on a
472
August, 1913 THE ENGINEERING JOURNAL
world scale, across the international boundaries of twenty-
seven nations, and in the face of global shortages of mate-
rials, man-power, communication and production facilities.
The Controlled Materials Plan is in operation and the
original jibe that CM. P. stood for Confusion Made Per-
manent is fast being forgotten.
I recently took part in the global allocation amongst the
United Nations of the over-all available supply of pen nibs !
The various Joint Boards and their sub-committees are now
functioning fairly smoothly. It has been an interesting ex-
perience to sit on the U.K. section in Washington of Joint
Raw Materials Board. It was also a recent privilege to
represent Australia at the first meeting in Washington of
the Commonwealth Supply Council which is chaired by
the Rt. Hon. Col. Llewellin. The work of the Combined
Production and Resources Board is of great importance and
carries vital implications for the post-war world. The func-
tions of the Office of Lend-Lease are undergoing a subtle
change. With its appointment under the Controlled Mate-
rials Plan as claimant agency for all lend-lease countries, it
moves into the realm of international controls. As always,
Canada is in the vanguard of all these developments as I
learned in conversation at lunch the other day from Mr.
E. P. Taylor, former Canadian Head of the British Supply
Mission and now Canadian representative on the Combined
Production and Resources Board and also from Mr. Carl
Fraser, the administrator of Canada's new Mutual Aid Plan.
Another remark in my friend's letter caused me to go
back and skim through the Washington Letters written
over the last year. I was surprised to notice how little they
reflected the dire and tragic events through which we were
passing during the period they cover. It has always been a
major point of complaint against the engineering profession
that its members are largely indifferent to the social impli-
cations of their handiwork and the taint of suspicion re-
mains that war is not as distasteful to engineers as it should
be. It is therefore to be hoped that the dispassionate tone
of these letters is not mistaken for indifference to both the
horrors of war and the engineer's responsibilities therein.
The tone, of course, is partly due to the necessities of an
official connection. It also serves as a cloak for immediate
emotions and is in keeping with the projection into the
future of the possibility of an atonement on the part of
the engineering profession.
Nevertheless, looking back, there are many things which
perhaps should have found a place in these letters. After
the war, it might be salutory if some of the engineering,
as well as strategic, failures of this war can be made known.
My letters may have sounded complacent and far removed
from the dangers and grim realities of the modern world.
This is a pity because engineering thinking in the future
must take these realities very much into account. In the
last year, I have talked to people who went through the
fall of Malay and Singapore, have come to know personally
some of the refugee families living in Australia whose be-
longings and relatives just disappeared behind the advanc-
ing Japanese lines, not to be heard from again; have seen
confidential films of conditions in the islands of the South-
west Pacific; have visited some of these islands and talked
to the troops and shared their conditions. I have sat in on
discussions and poker games with hard bitten, hard fighting
American airmen back for repairs from New Guinea and
Guadalcanal. These lads are doing a real job; they are really
tough and have few illusions. It will not be possible to fool
those who come back. I have seen the hard lines in the
faces of my Australian relatives and friends from Darwin,
Moresby and North Africa. I know what it is like to look
for a temporary landing field, at night, on a small blacked-
out island and to make preparations for a forced sea landing.
It has been possible for me to know on several occasions
how close the margin has been between disaster and success.
And while the trend of present events seems to justify
past optimism and apparent complacency, the task ahead
is still immensely difficult and will require all the realism
and hard thinking of which engineers are capable if they
are to play their full share in winning the war and the
peace. There will be nothing automatic about it,
E. R. Jacobsen, m.e.i.c.
FAILURE OF MATERIALS
Recently much publicity has been given to cases in the
United States where defective steel plates and copper wire
were supplied to government contracts, for which the com-
panies were indicted for faking their mill tests and otherwise
falsifying their inspection and testing records.
These are serious offences at any time but particularly
so in time of war. Under present conditions they are glaring
cases of direct sabotage. It is to prevent failures such as
these, that standard specifications are established. With
such standards available there is only one means by which
such failures can occur, namely failure to check the product
adequately. Only by such checking and inspection can the
purchaser know that he is receiving what he ordered and
paid for and all standard specifications permit such in-
spection by the purchaser.
In Canada, there have been established by government
departments tremendous inspection organizations, besides
which there are several competent private companies. It is
to be hoped that between all these forces, combined with
the integrity of the manufacturers, there shall not be dis-
covered in Canada cases similar to the few reported by
our neighbour to the south.
WARTIME BUREAU OF TECHNICAL PERSONNEL
The following notes concerning the recent activities of
the Wartime Bureau of Technical Personnel will no doubt
be of interest to our members.
During the month of May there were changes in the
Bureau's staff. In the Toronto office Mr. S. R. Frost was
loaned to the Industrial Mobilization Survey, Department
of Labour — National Selective Service, while Mr. D. C.
Nickle returned to his previous employer, Gypsum, Lime
and Alabastine (Can.) Limited, which firm had donated his
services to the Bureau. This left the office short two men
and to fill the vacancies Mr. G. G. Mills, previously Permit
Officer, was transferred from Ottawa and Mr. R. H. Har-
court was engaged to undertake a period of training at
Ottawa before being sent to Toronto to fill the other
vacancy. Mr. Harcourt is a graduate of the Royal Military
College and has had many years engineering and business
experience on construction work. He was assistant engineer
on the construction of sections of the Welland Ship Canal
and since retiring has devoted his time to civil work, relief
administration, home guard, etc., in his home district of
Port Colborne, Ontario.
A meeting of the Advisory Board of the Bureau was held
on May 18th. One of the principal matters under discussion
was the question of guidance to students at matriculation
level. The Board passed a resolution requesting the three
Institutes sponsoring the Bureau to take joint and imme-
diate action to make available, at centres across Canada,
suitable engineers or scientists who would act as counsellors
to students, parents and high-school principals. One phase
of the work of these counsellors would be that of giving
publicity where desirable to the Dominion Government plan
of financial aid to well-qualified but needy students who
may wish to enter science courses at the universities.
Work continued in the allocation of 1943 science grad-
uates. By the end of April the only service appointments
which had been definitely confirmed were those of 128 grad-
uates who were entering the Navy. By the end of May
notification had been received of a further 230 who had
been accepted for technical appointments, either in the
THE ENGINEERING JOURNAL August, 1943
473
Army or the Air Force. Permits were granted to civilian
employers during May covering the engagement of 416
members of this year's graduating class. Selection of further
candidates for the Army and Air Force is proceeding.
Under the joint arrangement made with National Selec-
tive Service controlling summer employment of science
undergraduates, there is every reason to believe that prac-
tically all of these students have been successful in securing
suitable employment. Special provision had been made by
National Selective Service to enable a certain number of
undergraduates to take employment on the various projects
connected with the Alaska Highway. This type of work is
highly suitable from the point of view of gaining useful ex-
perience, and the fact that it was available made it possible
for a number of students from western universities to secure
such experience at a reasonable distance from their homes.
During the month of June, Mr. R. H. Harcourt, who
had been in training in Ottawa, was posted to Toronto to
fill one of the vacancies which had occurred there.
Under the scheme by which the Department of Labour
offers financial assistance to certain science students in the
various provinces, the Bureau is required to assist in the
selection of individuals to be helped. In those centres where
the Bureau has a regional office, the regional representatives
have been delegated to perform this duty. Steps were taken
to secure the services (in honorary capacity) of local pro-
fessional men, with broad knowledge of conditions in the
community, to represent the Bureau on selection commit-
tees in those university centres where there is no regional
office of the Bureau. This was done at Fredericton, New
Brunswick; Quebec City; Regina, Saskatchewan; and
Edmonton, Alberta.
Some hardship had been occasioned in the case of under-
graduates working for the summer, by the fact that their
earnings were being subject to the usual deductions for
income tax which apply to those who are working steadily
all the year round. It is not normally possible, in cases where
the total yearly earnings are under $660, to recover these
deductions without considerable delay. In an Order of the
Minister of National Revenue dated May 21st, employers
are now permitted to refrain from making these deductions
in the cases of students whose earnings for the summer
period will definitely not exceed the $660 exemption figure.
As the supply of suitable prospects for vacancies filed
with the Bureau has become more limited, employers, who,
of course, are aware of this condition, have generally tended to
take much quicker action in dealing with references from the
Bureau. They are also more ready to consider an applicant,
even though his qualifications may not exactly fill their
specification; and they appreciate that, while reference from
the Bureau is in no sense a recommendation, the preliminary
selection made by the Bureau is of some value.
During the month, 1,627 interviews were granted by the
Bureau's staff; 408 questionnaires were added to the files;
and 572 permits to employ technical persons were issued.
The number of questionnaires received was the smallest
in many months, and was due to the fact that the only
forms sent out were in response to requests. Most available
sources of technical personnel have been thoroughly can-
vassed and from now on the majority of the registrations
will have to come from follow-ups of those who have already
been sent a questionnaire.
AFFAIRS OF OTHER SOCIETIES
A notice has been received recently from K. F. Maitland,
secretary of the Institution of Structural Engineers, London,
England, that at the annual meeting of that society, held
on the 28th of May, Major A. H. S. Waters, V.C., D.S.O.,
M.C.,M.Inst.C.E.M.I.Struct.E.,M.I.Mech.E., was elected
president of the Institution for the session of 1943-44.
This is a second term for Major Waters as he held this
same office for the session of 1933-34.
CORRESPONDENCE
Post-War Reconstruction
The Editor,
The Engineering Journal.
Dear Sir:
Mr. Cochrane's paper in the April issue is particularly
interesting in that it represents a courageous attempt to
get down to brass tacks, insofar as the dollars and cents
are concerned, in planning for construction programmes in
the period immediately after the war. Mr. Firestone's article
is interesting from a number of points of view and particu-
larly in his linking of the functions of the Advisory Com-
mittee on Economic Policy and the Advisory Committee
on Reconstruction. For instance, the basing of Canada's
programmes strictly upon Canadian conditions and statistics
is an important point. Professor Coventry's article on "Soil
and Water Conservation" is also very timely. Some of the
major projects in the United States, such as the Tennessee
Valley Authority and the Boulder Dam development and
others, have all tended to make the general public more
conscious of the importance of this matter. In the last
analyses, soil and water and sunlight are the main necessities
of human life and we do well to consider the conservation
of these constituents wherever we appear to be in danger
of losing them. Akin to soil and water conservation is the
forestry problem discussed by Mr. Irwin.
It has been my privilege to follow rather closely the post-
war plans which are being made in Canada, the United
States, and Australia, and I have had discussions with
officials, both government and private, who are preparing
these plans. I have also been in the position of acting in a
liaison capacity between the three groups and have trav-
elled more or less extensively in all three countries. It has
recently been a very interesting experience for me to work
in Washington with Dr. Coombs, the Director General of
Post-War Reconstruction in Australia. It may be of interest
to know that Australia has recently set up a Ministry of
Post-War Reconstruction with a Cabinet minister who is
charged with responsibilities in this field and with the
direction of a special Department of Post-War Reconstruc-
tion under the permanent headship of a director general.
One of the good omens for the post-war world is the extent
of the machinery which has been set up for the successful
prosecution of global war. The Joint Raw Materials Board,
Joint Food Board, Joint Shipping Administration, the Com-
bined Production and Resources Board are all moves in
this direction. On a small scale various joint boards between
Canada and the United States will continue to prove useful
after the war. At the recent conference in Washington, Mr.
Churchill hinted at the possibility of extending these joint
discussions in a more formal way to Russia and China. So
far these efforts have been directed mainly at the prosecution
of the war but we are now beginning to see the same type
of co-operation in the international field. The International
Food Commission which recently completed the first con-
ference at Hot Springs is a good example. This conference
is the first major post-war international conference. In the
United States we have the recently formed Office of Foreign
Relief and Rehabilitation Operations and, in the United
Kingdom, the British and Inter-Allied Bureau on Post-
War Requirements.
It is only natural that our main interest as engineers in
post-war reconstruction should be from the point of view
of its engineering aspects. There is, however, a danger of
over-simplifying the problem and of relying too much upon
what might be accomplished by way of physical reconstruc-
tion. Even further, it would be a danger to extend the engi-
neer's predilection for complete blueprints to the solution
of the over-all problems which will face the world after the
war. Our main task will be that of accomplishing the con-
version and supplying interim work during that difficult
(Continued on page 479)
474
August, 1943 THE ENGINEERING JOURNAL
JOINT MEETING
THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS
THE ENGINEERING INSTITUTE OF CANADA
Toronto, September 30, October 1-2, 1943
ROYAL YORK HOTEL
TENTATIVE PROGRAMME
Thursday, Sept. 30
9.00 a.m. Registration.
10.00 a.m. STEAM POWER
Speakers: E. G. Bailey, Vice-Pres-
ident, Babcock & Wilcox, New York.
Canadian speaker to be announced
later.
12.30 p.m. Luncheon
Speaker: Brigadier-General
Julian Hatcher, Chief of Field
Service Division, Office of the Chief
of Ordnance, Washington, D.C.
2.30 p.m. TRANSPORTATION
Speakers: Paul W. Kiefer,
Chief Engineer, Motive Power and
Rolling Stock, New York Central
System, New York; member of
Committee on Research, Association
of American Railroads.
J. T. Bain, Chief Engineer and
Superintendent of Maintenance,
Trans-Canada Airlines, Winnipeg,
Man.
8.00 p.m. POST-WAR PLANNING
Speakers: Ralph E. Flanders,
Past-President, ASME; Chairman
Committee on Economic Develop-
ment, Washington; President, Jones
& Lamson Machine Co., Spring-
field, Vt.
Principal F. Cyril James of
McGill University, Montreal, Que.,
Chairman of the Advisory Com-
mittee on Reconstruction for Canada.
Friday, Oct. 1
9.30 a.m. CONSERVATION OF MATER-
IALS
Speakers: Howard Coonley,
Chairman, Conservation Division,
War Production Board, Washing-
ton, D.C.
C. B. Stenning, Canadian Chair-
man, Joint War Production Com-
mittee on Conservation, Ottawa, Ont.
12.30 p.m. Luncheon
Speaker: H. J. Carmichael, Co-
ordinator of Production, Department
of Munitions and Supply, Ottawa.
2 30 p.m. MAN-POWER UTILIZATION
Speakers: Lawrence A. Appley,
Deputy Director, War Man-power
Commission, Washington, D.C.
A. L. Ainsworth, Vice-President
and General Manager, The John
Inglis Company Ltd., Toronto, Ont.
7.30 p.m. Dinner
Toastmaster: C. J. Mackenzie,
Past-President EIC, Acting Pres-
ident, National Research Council,
Ottawa.
Speaker: Charles E. Wilson,
Executive V ice-Chairman, War Pro-
duction Board, Washington, D.C.
Saturday, Oct. 2
9.30 a.m. PRODUCTION ENGINEERING
Summaries of outstanding con-
tributions of production engi-
neering, particularly in ordnance
and aircraft manufacture.
Speakers'. L. E. Carr, Technical
Director, British Ministry of Sup-
ply, Washington, D.C.
American speaker to be announced
later.
12.30 p.m. Luncheon
Speaker :Prof essor J. C. Cameron,
Head of Industrial Relations
Department, Queen's University,
Kingston, Ont.
Round-Table Discussions
By Invitation Only
Companies or individuals who are
interested in participating in these
discussions are asked to communicate
with Headquarters so that invitations
may be issued.
The subjects discussed will be as
follows: Metal Cutting, Plastics and
Plastic Plywoods, Synthetic Rubber,
Fuel Substitutes for Petroleum Pro-
ducts, Powder Metallurgy, Statistical
Control of Quality in Production.
A COMPLETE PROGRAMME ALONG WITH INSTRUCTIONS FOR MAKING
RESERVATIONS WILL BE MAILED TO ALL MEMBERS EARLY NEXT MONTH.
THE ENGINEERING JOURNAL August, 1943
475
Personals
Brigadier J. L. Melville, M.C., e.d., m.e.i.c, was recently
appointed chief engineer of the First Canadian Army
overseas.
At the outbreak of the present war, Brigadier Melville
resigned his position as commissioner on the War Veterans
Allowance Board in the Dominion Department of Pensions
and National Health to command the First Canadian
Pioneer Battalion of the Royal Canadian Engineers. In
1941 he was promoted from lieutenant-colonel when ap-
pointed to command R.C.E. Headquarters Corps Troops
in England. Last year he was promoted from colonel to his
present rank and was posted at Corps Headquarters in
England.
Born at Glasgow, Scotland, in 1888 he came to Canada
in 1913. In the last war, he went overseas with the engineers
as a lieutenant. He served in France and Belgium from
August 1916 to April 1919. He was awarded the Military
Cross for his services with the 10th Field Company and a
bar to the cross for bridging operations at Canal du Nord.
R. B. Chandler, m.e.i.c, general manager of the Public
Utilities Commission at Port Arthur, Ont., is the newly
elected chairman of the Lakehead Branch of the Institute.
R. B. Chandler, M.E.I.C.
Born at Stratford, Ont., he was educated at the University
of Toronto where he graduated as a B.A.Sc. in 1912. Upon
graduation, he went to Saskatoon where he was employed
as assistant city engineer. From 1914 to 1916 he was resident
engineer with the Board of Grain Commissioners for Canada
at Saskatoon and Calgary. He joined the staff of C. D. Howe
& Company, at Port Arthur, in 1916, and was employed as
a designing and supervising engineer until 1923 when he
became a partner in the firm. He left the firm in 1933 and
did some private practice for a couple of years until he was
appointed general manager of the Public Utilities Commis-
sion of Port Arthur, in 1935. Mr. Chandler has acted as
consulting engineer on construction of important industrial
plants including terminal grain elevators, warehouses and
docks; in 1930 he made an investigation of grain handling
facilities in Argentina.
Mr. Chandler is at present president of the Association
of Municipal Electric Utilities of Ontario and is also a
member of the Special Legislation Committee of the
American Waterworks Association, Canadian Section.
Dr. F. A. Gaby, m.e.i.c, past president of the Institute,
was elected a member of the Executive Council for Ontario
of the Canadian Manufacturers' Association at the 72nd
Annual Meeting of the Association held in Toronto recently.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
A. L. Carruthers, m.e.i.c, has been appointed, a few
months ago, chief engineer of the Department of Public
Works of the Province of British Columbia. He was born
in Sarnia Township, Ont., and was educated at the Univer-
sity of Toronto. In 1904 he joined the Canadian Northern
Railway and was employed as an instrumentman, bridge
inspector, resident engineer, and from 1911 until 1917 as a
divisional engineer. At that time he became district engi-
neer for the Department of Public Works of British Col-
umbia at Prince Rupert, B.C. He was appointed bridge
engineer of the Department at Victoria, in 1923, a position
which he held until his present promotion. Mr. Carruthers
was vice-president of the Institute in 1941-42.
Dan Anderson, m.e.i.c, has left Allied War Supplies Cor-
poration, Montreal, and accepted the position of assistant
to the manager, Southern Canada Power Company,
Montreal.
G. Gordon Gale, m.e.i.c, president of the Gatineau Power
Company has been elected by the Graduates' Society of
McGill University as one of its representatives on the uni-
versity board of governors.
A. B. Cooper, m.e.i.c, general manager, Ferranti Electric
Company Limited, has been elected a member of the Execu-
tive Council for Ontario, of the Canadian Manufacturers'
Association at the 72nd Annual Meeting of the Association
held in Toronto recently.
James S. Cameron, m.e.i.c, manager of the telephone
division of the Northern Electric Company has been elected
honorary treasurer of the Graduates' Society of McGill
University.
Major H. J. G. McLean, M.C., m.e.i.c, district ordnance
mechanical engineer of Military District No. 2, Toronto,
has been awarded the E.D.
L.-P. Cousineau, m.e.i.c of Dufresne Engineering Com-
pany Limited, has recently returned from Passe-Dangereuse
where he was employed on the construction of a regulating
dam for the Aluminum Company of Canada for the past
18 months. He is at present superintendent on construction
of a concrete and earth-fill dam at St. Alexandre, County
of Kamouraska, Que., with the same contractors.
A. J. Farrell, m.e.i.c, has recently left the employ of Manu-
facturers Life Insurance Company of Montreal and joined
the staff of Gunite & Waterproofing Limited, Montreal, as
technical sales engineer.
R. A. Hendry, m.e.i.c, of Halifax, has left the Department
of Highways of Nova Scotia and is at present engaged as
construction engineer with the Department of National
Defence (Navy) at Halifax.
Major R. H. Wallace, m.e.i.c, First Canadian Survey
Regiment, R.C.E. , overseas, has recently been promoted
to this rank. Major Wallace has been overseas since 1940.
Before joining up, he was employed with Canadian Starch
Company at Cardinal, Ont.
C. E. Nix, m.e.i.c, has recently joined the staff of Bechtel-
Price-Callahan, at Edmonton, Alta.
Ernest Peden, m.e.i.c, who lately had been employed with
Foundation Company of Canada Limited at Montreal is
now on the staff of Gore & Storrie, consulting engineers of
Toronto.
A. Sandilands, m.e.i.c, has been transferred from branch
manager of Canadian Telephones and Supplies in Regina,
to the same position in Edmonton, Alta.
476
August, 1943 THE ENGINEERING JOURNAL
J. S. Neil, M.E.i.c, has left his position as test engineer
with Canadian Western Natural Gas, Light & Power Com-
pany, Calgary, to join the engineering staff of McColl-
Frontenac Oil Company at Calgary. Mr. Neil is a graduate
of the University of Alberta in the class of 1930 and had
been with his previous employers since 1935.
F. J. Ryder, M.E.i.c, has been transferred from the Toronto
office of Canadian Bridge Company Limited to Walkerville,
Ont. He will be welcome back in the Border Cities Branch
where he has rendered valuable service while being em-
ployed with Motor Products Corporation, Walkerville, and
Taylor and Gaskin, Detroit, before moving to Toronto a
few years ago.
F. S. Small, M.E.i.c, is now construction engineer with
United Shipyards Limited, Montreal. He was previously
employed with Fraser Brace Limited at LaTuque, Que.
Alexander Wilson, m.e.i.c, has left Canadian Comstock
Company Limited, Halifax, and is now employed with
Toronto Shipbuilding Company at Saint John, N.B. Up
until a few years ago, Mr. Wilson was engaged in consult-
ing work in Montreal.
B. A. Margo, m.e.i.c, of the Aluminum Company of Can-
ada Limited was recently transferred from the Montreal
office to Shawinigan Falls, Que.
K. A. Brebner, m.e.i.c, has left Canadian Car Munitions
Company, Cherrier, Que., where he was plant engineer and
is now employed in the engineering department of the
Aluminum Company of Canada Limited, at Arvida, Que.
Before joining the Canadian Car Munitions, Mr. Brebner
was plant engineer with Price Brothers & Company, River-
bend, Que.
A. R. Bunnell, m.e.i.c, has recently returned from Trini-
dad, B.W.I., for a few months holiday. He is at present at
home in Sussex, N.B. He was employed on the construction
of the naval base at Trinidad.
Lieut. -Colonel W. B. Pennock, m.e.i.c, of the Royal
Canadian Engineers is at present stationed at Petawawa,
Ont. Before joining up, Colonel Pennock was with the
Pennock Engineering Company at Ottawa.
C. R. Jacobs, jr. e. i.e., is now located at the Belvedere,
N.J., plant of the Hercules Powder Company as an in-
spector for the Inspection Board of the United Kingdom
and Canada. He was graduated in chemical engineering
from the University of Alberta in 1939 and was employed
for some months after graduation by the Swift Canadian
Company Limited at Edmonton.
Fernand Marchand, jr.E.i.c, has left the staff of Canadian
Westinghouse Company Limited, at Hamilton, and is now
employed as a junior engineer with Defence Industries
Limited at Westmount, Que. He is a graduate of the Ecole
Polytechnique in the class of 1940.
Max Gershfield, jr. e. i.e., has recently joined the Royal
Canadian Air Force and is at present stationed at St.
Boniface, Man. He was previously employed by Wartime
Housing Limited at Fort William, Ont.
W. W. Preston, Jr.E.i.c, of the university staff at the
University of Alberta is at present employed by Horton
Steel Works Limited, Fort Erie, Ont.
Claude Bourgeois, Jr.E.i.c, a graduate of the Ecole Poly-
technique in the class of 1940 is now employed with Cana-
dian Celanese Limited at Drummondville, Que. He was
previously with Plessisville Foundry at Plessisville, Que.
R. W. Mitchell, Jr.E.i.c, has left the Merck & Company
Limited, Montreal, to take the position of chemical and
maintenance engineer with Chas. E. Frosst & Company,
Montreal. He was graduated in chemical engineering from
McGill University in 1933, and had been with his previous
employer since his graduation.
Chas. A. Auclair, Jr.E.i.c, has recently joined the staff
of the Inspection Board for the United Kingdom and Canada
and is at present stationed at the Montreal plant of Cana-
dian Liquid Air Company. Upon graduation from the
Ecole Polytechnique, in 1941, he went to work with Beau-
harnois Light, Heat and Power Company, at Beauharnois,
and a few months later he joined the staff of Arthur Surveyer
and Company, consulting engineers, Montreal, where he
was employed until his recent change of position.
Georges L. Archambault, Jr.E.i.c, of the Aluminum
Company of Canada Limited who was transferred last
October from Arvida to Shawinigan Falls is now in charge
of the planning department of the fabricating division at
Shawinigan Falls.
D. D. C. McGeachy, s.e.i.c, is at present engaged in
torpedo inspection work for the British Admiralty Delega-
tion and is at present stationed at New York after having
spent some time at Falls River, Mass. He graduated in
mechanical engineering from Queen's University in 1940.
Major Maurice Nantel, s.e.i.c, has been invalided out
of the army and has returned from overseas,' recently.
L. A. Long, s.e.i.c, who graduated last spring from the
University of New Brunswick is now employed with Nor-
thern Electric Company of Montreal.
J. M. Garton, s.e.i.c, a chemical engineering graduate of
McGill University in 1942, is employed with Imperial Oil
Limited at Sarnia, Ont.
Ernest Dauphinais, s.e.i.c, has left the employ of Foun-
dation Company of Canada Limited at Montreal and has
accepted a position as electrical engineer with Saguenay
Telephone Company, Chicoutimi, Que. He graduated at
the Ecole Polytechnique in 1941.
Reginald Bing-Wo, s.e.i.c, has recently been appointed
to the position of junior engineer with the water develop-
ment branch of the Department of Agriculture at Regina,
Sask. He graduated from the University of Saskatchewan
in 1943.
VISITORS TO HEADQUARTERS
J. M. Garton, s.e.i.c, Imperial Oil Limited, Sarnia, Ont.,
on July 2nd.
J. G. D'Aoust, m.e.i.c, Vancouver, B.C., on July 6th.
L.-P. Cousineau, m.e.i.c, superintendent, Dufresne
Engineering Company, Rivière-du-Loup, P.Q., on July 6th.
Past-President G. J. Desbarats, m.e.i.c, Ottawa, Ont.,
on July 6th.
M. Fast, s.e.i.c, Aluminum Company of Canada Limited,
Shawinigan Falls, Que., on July 8th.
Gilbert Proulx, s.e.i.c, assistant to the superintendent,
Saguenay Electric Company, Chicoutimi, Que., on July 8th.
Robert J. G. Schofield, jr.E.i.c, chemist, Canadian Cot-
tons Limited, Hamilton, Ont., on July 13th.
A. R. Hannaford, m.e.i.c, office and designing engineer,
city of Hamilton, Hamilton, Ont., on July 14th, with Mrs.
and Miss Hannaford.
S. W. Gray, m.e.i.c, assistant general manager, Dominion
Steel & Coal Corporation, Sydney, N.S., on July 14th.
A. R. Bonnell, m.e.i.c, Sussex, N.B., on July 19th.
J. R. Rettie, m.e.i.c, Fraser Brace Company, La Tuque,
Que., on July 21st.
Lieut. -Colonel J. H. Edgar, r.c.e., m.e.i.c, and Mrs.
Edgar, Winnipeg, Man., on July 28th.
A. A. Swinnerton, m.e.i.c, chemical engineer, Fuel
Research Laboratories, Mines Branch, Department of
Mines, and secretary-treasurer of the Ottawa Branch of
the Institute, on July 28th.
Earle O. Turner, m.e.i.c, professor of civil engineering,
University of New Brunswick, Fredericton, N.B., and Mrs.
Turner, on July 30th.
Jas. R. B. Milne, m.e.i.c, Sault Ste-Marie, Ont., on
July 31st.
THE ENGINEERING JOURNAL August, 1943
477
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
James Davidson Baker, m.e.i.c, deputy minister of tele-
phones and general manager of the Alberta Government
Telephones, died suddenly at his home on July 10th, 1943.
Born at Charlton, Kent, England, on February 20th, 1883,
he came to Canada at an early age and received his educa-
tion in Manitoba. He joined the Bell Telephone Company
as an inspector in Winnipeg, in 1902, and a year later he
was transferred to Calgary. From 1905 to 1907 he was
chief inspector at Calgary.
He joined the Alberta Government Telephones in 1907
as construction foreman and the following year became local
manager at Macleod. In 1910 he was appointed district
plant manager at Calgary and in 1913 he was appointed
assistant to the plant superintendent at Edmonton.
During the first great war he served overseas as a lieuten-
ant in the Canadian Signals Corps. He was demobilized as
a captain in 1919 and returned to the Alberta Government
Telephones as construction engineer. In 1920, he was made
plant superintendent a position which he occupied until
1929 when he became deputy minister of telephones and
general manager of the Alberta Government Telephones.
Philip Austin Fetterly, m.e.i.c, died suddenly at Card-
ston, Alta., on June 20th, 1943. He was born at Aultsville,
Ont., on February 16th, 1882, and graduated from McGill
University as a bachelor of science in civil engineering in
1909. Upon graduation, he joined the Dominion Govern-
ment Geological Survey and during 1909-1910 he was em-
ployed in survey work in British Columbia and Yukon. In
1911 he went with the Irrigation Department of the Cana-
dian Pacific Railway, at Brooks, Alta. He served during
the last war with the Royal Canadian Engineers. Since de-
mobilization, in 1919, he had been employed by the Domin-
ion Water & Power Bureau at Calgary.
In his position, Mr. Fetterly worked in collaboration
with the engineers of the United States Geological Survey
and, in paying tribute to his memory, the chief hydraulic
engineer of the U.S. Geological Survey noted Mr.
Fetterly 's "good cheer and hearty co-operation which
had been of inestimable value to the relations of both
organizations."
Mr. Fetterly joined the Institute as a Junior in 1912
and was transferred to the class of Associate Member in
1913. He became a Member in 1940.
John Hole, m.e.i.c, mechanical superintendent of the
Parks Department of the City of Toronto, died at his home,
in Toronto, on April 30th, 1943. Born in London, England,
George Silas Clark, M.E.I.C.
l'hilip Austin Fetterly, M.E.I.C.
John Hole, M.E.I.C.
Mr. Baker joined the Institute as a Member in 1935. He
was president of the Association of Professional Engineers
of Alberta in 1933.
George Silas Clark, m.e.i.c, died at the hospital in Mont-
real on June 29th, 1943. Born at Lachute, Que., on March
5th, 1898, he received his engineering education at McGill
University, Montreal, where he graduated in 1922. He had
served with the Canadian Forces during the first great war.
Upon graduation, he joined the staff of Bailey Meter Com-
pany as sales and service engineer and a few months later
in 1923, he went with the Newfoundland Power and Paper
Company Limited as design and testing engineer. From
1926 to 1929 he was employed with Price Brothers & Com-
pany Limited and was responsible for design work in con-
nection with mill alterations and extensions. From 1929 to
1931 he was in charge of the machinery installation for the
new board mill of Donnacona Paper Company Limited,
later becoming assistant mill superintendent. In 1931, he
joined the staff of Molson's Brewery, at Montreal, as
mechanical superintendent, later becoming chief engineer,
a position he occupied until the time of his death.
During the last two years he had been on loan to the
government devoting part of his time to the engineering
department of Wartime Merchant Shipping at Montreal.
Mr. Clark joined the Institute as a Student in 1919,
transferring to Junior in 1925. He transferred to Associate
Member in 1931 and he became a Member in 1940.
on January 23rd, 1874, he received his education at Fins-
bury Technical College. From 1898 to 1907 he was engaged
in construction of roads, sewers and buildings. He came to
Canada in 1907 and worked with Darling & Pearson and
Storey & Nan Egmont, architects of Regina. Later he was
engaged on drainage work for the Department of Public
Works of Saskatchewan. From 1910 to 1912 he was em-
ployed by the Elias Rogers Coal Company of Toronto on
remodelling of plant. He was with the Toronto Harbour
Commissioners as assistant chief draughtsman, from 1916
to 1918, and as resident architect and engineer from 1920
to 1922. In the meantime, during the years 1918-1920 he
was architect and engineer to the Toronto Housing Com-
mission. In 1922 he went into private practice in Toronto
as consulting engineer. In this capacity he was engaged
by the Toronto Terminals Railway Company, the City of
Toronto and the Canadian National Railways. He also de-
signed and remodelled many buildings and industrial plants.
In 1936 he was employed by the Parks Department of the
City of Toronto as their mechanical superintendent, a posi-
tion he held until his death.
His hobbies were music and poetry; several of his
songs and a great many of his poems having been
published.
Mr. Hole joined the Institute as an Associate Member
in 1923 and he was transferred as Member in 1931.
478
August, 1943 THE ENGINEERING JOURNAL
George Wesley Howse, M.E.I.C
George Wesley Howse, m.e.i.c, district electrical inspector
of the Hydro-Electric Power Commission of Ontario at
Hamilton, died at his home in Port Nelson, on July 16th,
1943. Born at Beamsville, Ont., on June 29th, 1884, he was
educated in the local schools and at Hamilton. He entered
the power industry in 1906 with the Almonte Power Com-
pany, later being employed with W. C. Edwards & Com-
pany, Ottawa. From 1908 to 1910, he worked on construc-
tion with the Canadian General Electric Company. Joining
the Hydro-Electric Power Commission of Ontario in 1910,
he became chief operator at St. Thomas in 1911 and from
1914 to 1920 he was electrical inspector at St. Thomas. In
1920 he was appointed to the position of district electrical
inspector at Hamilton, a position he held until his death.
Mr. Howse joined the Institute as a Member in 1941.
Arthur John Matheson, m.e.i.c, died at Toronto on
July 3rd, 1943, after an illness of several months. Born at
Ottawa, Ont., on March 17th, 1870, he attended the local
model school and collegiate and in 1890 graduated with
honours from the Royal Military College of Kingston.
After graduation from the Royal Military College he
entered the Dominion Government where he was employed
for forty years in various departments, including Railways
and Canals, Public Works, Marine, Interior, Mines and
Resources, and Transport. He was actively engaged in the
construction of the Soulanges canal, Trent Valley canal,
Georgian Bay ship canal survey and Upper Ottawa storage.
After a few years in private practice, in Vancouver, with
his brother-in-law, C. E. Cartwright, as consulting engineer,
he was appointed to the Montreal Water Level Commission,
and later, became engaged, successively, with the Dominion
Power Board, International Joint Commission, Kootenay
River, Lake Superior, Niagara Falls, Massena, St. Croix
River, and the Montreal Ship Canal Water-Levels Board.
He retired in 1937 and took up residence in Toronto.
Mr. Matheson joined the Institute as a Student in 1895
being transferred to Associate Member in 1899 and to
Member in 1910. He was made a Life Member in 1938.
Ernest Harold Pacy, m.e.i.c, president of the Pittsburg
Welding Corporation, died suddenly at his home in Allison
Park, Pennsylvania, on June 22nd, 1943.
He was born at Montreal on July 18th, 1884, and received
his education in local schools and by private tuition. In
1900 he joined the staff of the Dominion Bridge Company,
Montreal, and from 1905 to 1908 he was employed by
H. E. Vautelet, consulting engineer of Montreal, on in-
spection of fabrication of railway bridges. He joined the
Canadian Pacific Railway in 1908 and in 1912 transferred
to the Grand Trunk Pacific Railway being engaged on the
inspection of railway bridges. During the construction of
the Quebec Bridge he was employed as assistant engineer
for the Board of Engineers of the Department of Railways
and Canals of Canada. In 1918 he was employed with the
American International Shipbuilding Corporation at Day-
ton, Ohio, and in 1919 he was with the Hamilton Bridge
Company, Hamilton, Ont. In 1921, Mr. Pacy went to Pitts-
burg, Pa., where he became president and general manager
of the Pittsburg Welding Corporation.
Mr. Pacy joined the Institute as a Student in 1907 and
was transferred to Associate Member in 1917. He became a
Member in 1940.
CORRESPONDENCE
(Continued from page 474)
period of transition, not only from war to peace, but from
the world as we knew it to the new world which is only
now beginning to take shape in the hearts and imagination
of the peoples. In carrying out the very great responsibili-
ties which this transition period will place upon the shoul-
ders of the engineering profession, it will be well for them
to proceed not only in the knowledge of their own great
powers but also of their own peculiar limitations. One hears
much about the foundations of a new world and the pre-
supposition that plans for such foundations can be drawn
up and that they can be laid once and for all. But the new
world will not be built in this engineering sense if it is to
survive. The new world will be a society of free men and
will be an organism rather than an inanimate engineering
creation. It will be something that must grow and develop
just as human life and human society has always grown
and developed. This position has been soundly stated by
Prime Minister Mackenzie King in his now famous words:
"Much is being said to-day about a new world order
to take the place of the old world order when the war is
at an end. If that new order is not already on its way
before the war is over, we may look for it in vain. A new
world order cannot be worked out, at some given moment,
and reduced to writing at a conference table. It is not a
matter of parchments and of seal. That was a part of
the mistaken belief at the end of the last war. It is born,
not made. It is something that lives and breathes; some-
thing much closer to the soul of man; something that
needs to be worked out and prepared in the minds and
the hearts of men. It expresses itself in brotherhood, in
goodwill, and in mutual aid. It is the application, in all
human relations, of the principle of service, and of help-
fulness, that ennobles the work you are being asked to
support."
• E. R. Jacobsen, m.e.i.c,
Deputy Director General,
Commonwealth of A ustralia War
Supplies Procurement.
Washington, D.C.
June 14; 1943.
THE ENGINEERING JOURNAL August, 1943
479
News of the Branches.
CALGARY BRANCH
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
K. W. Mitchell, m.e.i.c.
Secretary- Treas urer
At an open meeting of the Calgary Branch at the Pallister
Hotel on June 14th, some 200 members and their friends
from the welding industry were privileged to hear a most
instructive and interesting paper by Mr. H. Thomasson,
welding engineer for the Canadian Westinghouse Company,
Hamilton, Ontario.
Mr. Thomasson 's paper, Salvage Conservation and
Reclamation by Welding and Associated Processes,
in Wartime, dealt with conservation of stock material
effected by application of joining metals in the manufacture
of many standard items, particularly by the recently de-
veloped controlled atmosphere furnace brazing. This saving
of vital materials by reduction of machining losses has con-
tributed greatly to the war effort.
Mr. Thomasson illustrated this method by slides and
samples and also described methods developed by his depart-
ment in reclamation of costly machine tools. One was the
thermal cycle treatment, involving preheating, welding,
cooling and stress-relieving, at critical temperatures for
each individual problem.
Mr. Thomasson has been closely associated with the
Department of Munitions and Supply and his advice has
produced many time, tool and vital material saving methods,
that have contributed to Canada's outstanding war effort.
EDMONTON BRANCH
F. R. BlJRFIELD, M.E.I.C.
L. A. Thorssen, m.e.i.c.
Secretary-Treasurer
Branch News Editai
A joint banquet of the Association of Professional Engi-
neers of Alberta, the Northern Alberta Branch of the
C.I.M. & M. and the Edmonton Branch of the Institute
was held at the Macdonald Hotel, on Saturday evening,
March 20th, at 7 p.m. This dinner, bringing together the
members of the three societies and having as well many
American engineers as visitors, was a real success.
The main feature of the evening was a talk by Mr.
Richard Finnie on Canada Moves North. Mr. Finnic, a
writer and photographer of the north, is presently engaged
by the American Government as historian for the war
emergency developments now underway in Canada's nor-
thern lands. Mr. Finnie using very excellent coloured movies,
described in words and pictures the developments of the
north and this presentation was very much enjoyed by all
who attended.
The final meeting of the 1942-43 session of the Edmonton
Branch was held as a dinner meeting in the Macdonald
Hotel on April 29, 1943. Some forty American engineers
joined our gathering and were, as always, very welcome
visitors.
The main business of the evening was the election of
officers for the coming year as listed on page 403.
The retiring chairman, D. Hutchison, said a few words
in summarizing the work of the year and then, having
thanked all those who aided him during the past year,
turned the meeting over to the new chairman, C. W. Cary.
Mr. Cary then called upon L. A. Thorssen of the Depart-
ment of Civil Engineering, University of Alberta, to give
a talk on The Shipshaw Development. Mr. Thorssen
outlined the magnitude of this project, discussed some of
its construction problems and closed with a comparison
to Boulder Dam.
Prof. I. F. Morrison moved a vote of thanks to Mr.
Thorssen at the conclusion of a discussion period.
NIAGARA PENINSULA BRANCH
J. H. Ings, m.e.i.c. -
J. W. Brooks, ji-.e.i.c.
Secretary-Treasurer
Branch News Editor
Mr. Paul Ackerman, guest speaker at the Branch meeting
on April 29, presented his much-discussed paper, Industrial
Democracy and Its Survival.
By way of introduction, Mr. Ackerman compared his
proposals to some of the perhaps more widely publicized
plans for social security as evolved by economists, who
base their theories on the assumption that full employment
is a necessary prerequisite to the success of any plan. The
speaker's research, however, indicated that such a condition
could not endure, because full employment would result in
our production being four times our normal consumption.
This unbalanced equation, if global in its scope, must surely
lead to economic disaster.
Mr. Ackerman therefore proposed that the situation be
remedied by shortening the "producing period" of an in-
dividual. This might be achieved by reducing the hours of
a working week, and by retirement at a relatively early age.
A direct result of this would be a reduction in a man's
earning power, and hence some provision must be made in
Chairman C. G. Cline welcomes the president, Left to right:
G. E. Griffiths, H. E. Bennett, President K. M. Cameron, C. G.
Gline, \j. Austin Wright.
order that he might be financially independent after his
years of production had come to an end. Mr. Ackerman
suggested income taxation as the obvious solution, with a
portion being set aside in a retirement fund. The taxation
system would be worked out so that each individual would
continue to receive his full salary after retirement.
Mr. Ackerman's paper is the result of eight years' re-
search on the subject, and hence this brief summary can
not hope to do justice to the speaker's excellent presenta-
tion. By way of conclusion, the writer believes it only fit-
ting to observe that this particular meeting was spectacular
in attendance, attention, and arguments.
The Niagara Peninsula Branch was honoured at its
annual meeting on May 20th, 1943, by the visit of President
K. M. Cameron, on the sixth stop of his tour to the twenty-
five branches. An executive luncheon at the General Brock
Hotel in Niagara Falls preceded the main dinner meeting,
held at the Leonard Hotel in St. Catharines.
In his address, President Cameron spent a few moments
reminiscing about his past in The Falls, for it was here
that he obtained his first job, some forty years ago. The
president then proceeded to outline the present activities
of the Institute, and indicated many of the post-war prob-
lems it must face.
480
August, 1943 THE ENGINEERING JOURNAL
General Secretary L. Austin Wright, Incoming Chairman G. E.
Griffiths, President K. M. Cameron, Chairman C. G. Cline.
The general secretary, Dr. L. Austin Wright, spoke
briefly about some of the Institute's activities which are
not so commonly well known. He gave special mention to
the Committee on Collective Bargaining, which performed
such a noble service for the profession through its accom-
plishments in connection with the recent labour legislation.
Dr. Wright also referred to the Committee on the Engineer
in the Services, which is under the very able chairmanship
of Dean D. S. Ellis, Queen's University. Dean Ellis' com-
mittee has a real job ahead of it, and is approaching the
problem from the standpoint of both national interests and
engineers' interests.
Toward the close of the meeting, H. F. Bennett, of the
London Branch, presented a brief, though eloquent, report
on the progress of his Committee on the Training and
Welfare of the Young Engineer.
PETERBOROUGH BRANCH
A. J. GlRWOOD, Jr.E.I.C.
J. F. OsBORN, Jr.E.I.C.
Secretary-Treasurer
Branch News Editor
Owing to travel restrictions the Annual Outing was held
near Nassau on the Otonabee river. A shower delayed the
start but the remainder of the afternoon was bright and a
full programme of picnic games was run off.
Despite attempts to bolster up his soft ball team, G. R.
Langley's married men were beaten by the single men cap-
tained by Gordon Ross. The winners were rewarded by a
cigar and a package of Alka-Seltzer — intended for the bene-
fit of anyone hardy enough to smoke the cigar. Brown and
McHenry defeated Cameron and Malby in the horseshoe
pitching, thereby entitling them to the prize of Yardley's
soap and lotion. It was anticipated Gord McHenry could
make particularly good use of this after an unfortunate
accident sustained while pitching at Softball. A volleyball
team captained by Stan Shields and representing the C.G.E.
Engineering Department came first by dint of considerable
hard punching and reinforced by hard talking. A nail driving
team consisting of Langley, Emery, Girdwood, Cameron,
Muir and Brown won the nail driving contest in close com-
petition with Stan Shields men, claiming the splendid clothes
whisks offered as prizes.
The refreshment booth managed by Zeke Gray attracted
more than a little custom and the hearty lunch arranged
by Don Emery and committee was also a decided success.
Activities ceased towards dusk when Don Emery held an
impromptu auction to dispose of surplus provisions.
THE PRESIDENT AT QUEBEC
Below: Councillor R. E. Heartz, E. Drolet, Councillor E.
Gray-Donald, Dr. Paul E. Gagnon and L. Beaudry.
D.
Head table, left to right: Past Vice-President Fred Newell,
Past-President O. O. Lefebvre, President K. M. Cameron,
Chairman René Dupuis.
Below: Councillor E. V. Gage, Past Vice-President G. B.
Mitchell, A. O. Dufresne, A. Larivière and B. Grandmont.
Left to right: Y. R. Tassé, L. Trudel, G. St. Jacques, G. E.
Sarault and Léo Roy.
THE ENGINEERING JOURNAL August, 1943
481
PRESIDENTIAL VISIT TO THE SAGUENAY BRANCH
Left to right: Chairman R. H.
Rimmer, Gilbert Manseau, R. B.
Brosseau and P. P. Lecointre.
Left to right: P. H. Morgan, H. V. Serson, G. Dufour, W. E.
Cooper, Y. De Guise, G. St. Jacques, R. Lemieux.
In the foreground: A. C.Johnston, G. Proulx, B. Bowman,
E. L. Miles and Past-President A. R. Décary.
Left to right: H. A. Estahrook, E. P. Muntz, Chas. Miller,
F. Duffy and J. T. Nichols.
QUEBEC BRANCH
Paul Vincent, m.e.i.c. - Secretary-Treasurer
The president of the Institute, K. M. Cameron, and his
party visited the Quebec Branch on June 19th, 1943. At
9.30 a.m. the Council of the Institute held a regional meet-
ing at which past officers of the Institute in the province
and members of the branch executive committee were in-
vited. At noon, the president and his group met with the
members of the branch at luncheon at the Château Fron-
tenac. About sixty members were in attendance.
Chairman René Dupuis introduced Mr. Cameron to the
meeting. The president first spoke in French paying tribute
to his predecessor in the position of chief engineer of the
Department of Public Works of Canada, Mr. Arthur Saint-
Laurent, also a past president of the Institute. Mr. Cameron
offered his congratulations to Past President Dr. A. R.
Décary, who was made a member of the Order of the British
Empire, last June, in recognition of his many years of faith-
ful service with the department which is now headed by
Mr. Cameron.
In the main part of his address, which was delivered in
English, the president pointed to the important work accom-
plished by the members of our profession in the service of
the various governments, municipal, provincial and federal.
He stressed the need for continued co-operation between
the government engineers and those members of the pro-
fession in the industry, particularly in the post-war period.
Dr. Décary thanked the president in the name of the
members of the branch for his interesting address. Dr. 0. O.
Lefebvre, past president of the Institute, expressed his
pleasure at being present at the meeting. The general sec-
retary, Dr. L. Austin Wright, gave an exposé of the recent
activities of the Institute in several new directions. He
showed that our society is certainly keeping abreast with
developments affecting the profession in this changing
world.
Other visitors who were present included Past Vice-
Presidents Fred Newell and E. P. Muntz, Past Councillor
Bruno Grandmont, from Rimouski, Councillors E. V. Gage
and R. E. Heartz from Montreal, Chairman R. S. Eadie of
the Montreal Branch and Assistant General Secretary Louis
Trudel.
During the branch meeting, Mrs. René Dupuis enter-
tained at luncheon at the Garrison Club for the visiting
ladies. In the afternoon, the president and his party were
taken through the modernly equipped laboratories of the
new engineering departments of the Faculty of Science, at
Laval University.
SAGUENAY BRANCH
A. T. ('airncross, m.e.i.c.
Srcrctary-Treasurer
A dinner meeting of the Saguenay Branch was held in
the Grill of the Saguenay Inn, Arvida, on June 21, 1943,
when President Cameron and his party were visiting guests.
Following the dinner, the branch chairman, R. H. Rim-
mer, introduced President K. M. Cameron, chief engineer,
Department of Public Works, Federal Government, as
speaker of the evening.
The president thanked the Branch for the welcome ex-
tended to himself and his party. He spoke briefly in French
and then gave his address in English on the subject, Post-
war Reconstruction.
The president emphasized the need for the planning now
of a post-war programme, in view of the fact that 900,000
men are employed in war industries, 650,000 are in the armed
forces, and about 150,000 women are employed because
of the war.
In the past, post-war planning has been left entirely to
the Government. The Government during wartime is busy
trying to win a victory on the fighting front, and there is
little time to give consideration to things that may happen
in the future. Because there were no post-war plans made
by the Government in 1918 a great deal of dissatisfaction
resulted.
Recently, in order to help the Government plan its post-
war programme, a Government-appointed advisory com-
mittee was formed to study the problems and to gather
482
August, 1943 THE ENGINEERING JOURNAL
THE PRESIDENT VISITS THE ST. MAURICE VALLEY BRANCH
From left to right: W.
A. E. McLeish, J. B.
G. Auger, Morris Fast
and J. Gilles Garceau.
The president is greeted at Three Rivers by
one of the oldest members of the Institute,
F. X.T. Berlinguet. On the lef t:\iggo Jepsen.
Chairman Frégeau can tell
a good story. From left to
right: Past Vice-President
H. O. Keay, President K.
M. Cameron, Chairman J.
H. Frégeau, Past-President
A. R. Décary and General
Secretary L. Austin Wright.
all available information which would tend to help the
men and women when they are demobilized from the armed
forces and war industries. The committee, being outside
the direct jurisdiction of the Government, has a free hand
in its investigations, and its recommendations are sent
directly to the Prime Minister. Years of concerted work and
careful study lie ahead of this very important committee.
To aid this Government-appointed committee, the Insti-
tute also appointed a committee to act on post-war recon-
struction problems. Mr. Cameron urged the Branch to form
its own group and to report its findings to the Institute
headquarters.
The president said that each member of the Institute
should consider it his duty to help plan in advance the
post-war reconstruction programmes and, thereby, advance
the interests of all members.
The Chairman introduced Past-President A. R. Décary,
Messrs. E. P. Muntz and Hector Cimon, who accompanied
the president on his tour. They each expressed thanks for
the hospitality shown them and they hoped that they
would again be able to visit the Saguenay Branch.
Dr. Austin Wright, general secretary, was introduced,
and he briefly outlined the important work being done by
the Institute. Recently, five new committees had been
formed to cover the following fields: (1) Post-war Problems,
(2) Collective Bargaining, (3) Industrial Relations, (4) Engi-
neers in the Civil Service, (5) Status of the Engineer in the
Armed Forces.
Dr. Wright spoke about the proposed agreement between
the Institute and the Professional Engineers of Quebec. He
said that although no final agreement had yet been reached,
progress was being made toward a successful conclusion.
The general secretary announced that a whole issue of
the Journal was to be devoted to the Shipshaw project.
Clockwise : Jean Asselin, A. Trudel, Arthur
Lacoursière, A. Landry, and E. Lavergne.
The news was of particular interest to the members of this
Branch for at that moment in full view of the meeting the
setting sun could be seen displaying its varied colours on
the Shipshaw forebay.
Mr. Louis Trudel, assistant general secretary, expressed
his pleasure at being present at the meeting.
Questions, which included inquiries about Selective
Service, were answered by Dr. Wright. Before the meeting
adjourned at 9.30 p.m., Mr. Rimmer tendered the thanks
of the Branch to Mr. Cameron and his associates.
ST. MAURICE VALLEY BRANCH
David E. Ellis, m.e.i.c. - Secretary-Treasurer
A dinner meeting of the St. Maurice Valley Branch was
held in the St. Maurice Hotel, Three Rivers, Que., on June
23rd last, to welcome Mr. K. M. Cameron, president of
the Institute, to this district.
Mr. Cameron was accompanied from Quebec by Messrs.
L. Austin Wright and Louis Trudel of the Institute staff
as well as Messrs. A. R. Décary, René Dupuis, E. D. Gray-
Donald, P. Vincent and Gustave St-Jacques of the neigh-
bouring Quebec Branch.
Before dinner, a visit was made to the Three Rivers
plant of the Canada Iron Foundries where all were im-
pressed by the war work being carried on by this company.
A reception and dinner then followed, presided by Branch
Chairman J. H. Frégeau, which was attended by 74 mem-
bers and guests.
President Cameron later addressed the meeting speaking
on The Engineer and Post- War Reconstruction, especially
urging the engineer to take a greater interest in post-war
problems.
Prof. H. 0. Keay very suitably thanked Mr. Cameron
for addressing the meeting. Mr. A. R. Décary, honorary
chairman of the Quebec Branch, briefly addressed the meet-
ing in French and English and conveyed the best wishes
of his branch.
Mr. L. Austin Wright, general secretary, gave an inter-
esting report on Institute affairs, after which a very satis-
factory meeting was brought to a conclusion.
THE ENGINEERING JOURNAL August, 1943
483
Library Notes
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
THE FUTURE OF "NORTH OF 54°"
ROBERT F. LEGGET, m.e.i.c.
Assistant Professor of Civil Engineering, University of Toronto, Toronto, Ont.
A book review together with general comments on the development of Canada's northern territory
The Alaska Highway and the associated construction projects in
Canada's far north-west have focussed public attention within recent
months upon the Mackenzie River Valley and the forbidding terrain
that separates it from the Pacific coast. Members of The Engineering
Institute will recall the vivid description of this region given by
Brigadier-General Sturdevant at the Annual Meeting of February,
1943. It is appropriate, therefore, that the pages of The Engineering
Journal should contain adequate reference to the latest book dealing
with the north-western part of the Dominion, a book of unusual
significance if only because of the diverse opinions evoked upon its
main thesis C1).
This is not the first time that Canada's Northland has received
attention in these pages. In the June, 1940 issue of the Journal there
was published a valuable paper by Dr. John A. Allan of the University
of Alberta entitled "Mineral Development North of 54°." In this
contribution the geology of the area adjacent to and included in the
Mackenzie Valley was reviewed and a summary presented of the
mining development that had taken place up to the end of 1939. In
the July 1941 issue of this publication, there appeared a short paper
by the present writer under the title "Construction North of 54°" in
which were given general particulars of the small construction projects
carried out, up to 1940, in the Mackenzie Basin.
It is with the Mackenzie Valley and the Arctic regions of Canada
accessible from the Basin alone that Mr. Finnie's book is concerned,
despite its promising title. In view of the certain importance of the
northern part of the Province of Quebec, this restriction of area
distinctly limits the value of the book. When it is mentioned that the
names of the two eastern divisions of the Northwest Territories —
Keewatin and Franklin — appear only once in the index, it will be
realized that it is only a partial picture of northern Canada that is
presented in this widely publicised volume. This is the more surprising
since the author is well qualified to discuss more than the Mackenzie
Valley and its environs. Born at Dawson in the Yukon, and son of a
civil servant distinguished in the service of his country in the north,
Richard ("Dick") Finnie has participated in eight expeditions which
have covered a large part of the northern fringe of the Dominion.
Despite the contrast which it suggests, note should perhaps be made
that the reviewer has spent three months in the Mackenzie Basin but
did not penetrate as far as the Arctic. He therefore knows at least a
part of the area dealt with by Mr. Finnie; he has had the privilege "1
talking with men experienced in northern travel, including some
mentioned in the book under review.
These personal notes are interjected since it is obvious that a
number of those who have reviewed the book elsewhere know very
little if anything of the area described and thus have been misled by
the authoritative tone of Mr. Finnie's writing and by his photographic
illustrations. The latter are magnificent. It is a pleasure to pay tribute
to them. They are indeed so good that they will inevitably influence
the impressions created in the minds of all but the most unemotional
and critical reader! The authoritative tone of the writing is very
largely due to repeated references to official publications, as though
these were not available to the general public. The unquestioned
experience of the author assists in this aspect of his style — one which
contrasts so strangely and markedly with another phase which can
only be described as that of a "smart aleck."
The title suggests the main thesis of the book. The author is in no
doubt about the future. "Canada's destiny is a northern one. If
Canada's population is to expand, it must expand northward." In
developing the thesis Mr. Finnie proceeds to "debunk" what he
regards as popular superstitions about the north of ( 'anada, using as
his whipping-boy the current Public School Geography of the Province
of Ontario, this being "50 per cent wrong and 90 per cent misleading."
In discussing cold, he says (p. 5) "I do not recall ever having been
seriously inconvenienced there (in the Arctic and Northwest Ter-
ritories) by cold weather and I have never been badly frost bitten."
Such youthful exuberance is interesting, even entertaining, but it is
unworthy of any serious consideration. Assuredly Canada will develop
northward — but slowly, laboriously, and always in the face of climatic
conditions as bad as are to be found in any comparable part of the
world.
Fngineers will know that the key to any such development is
transportation — so has it always been; so must it be. Mr. Finnie has a
chapter devoted to this vital topic — an interesting chapter too. It
consists of 25 pages (pp. 88-112). Of these, 20 are devoted to a discus-
es Canada Moves North, by Richard Finnie; ix — 227 pp., illustrated; Macmillan
Co. of Canada, Toronto. $4.00.
sion of air travel. One page only treats of the amazing inland waterway
provided by the Mackenzie River, and yet by this route probably 90
per cent of all the freight to the North is handled. Probably in no
better way than by this contrast in the treatment of transportation
methods can the superficial nature of Mr. Finnie's volume be illus-
trated. Aeroplane travel is, of course, fascinating to the individual;
Mr. Finnie is an enthusiastic flier. It has been very largely responsible
for the initiation of the mining developments "north of 54°". By
means of aeroplanes, mapping of the area has been proceeding at a
great rate. Admitting all this, however, and without in any way
detracting from the manifest importance of air travel in the north, the
slow travelling steamboats and Diesel-tugs must long remain the basic
means of transport for Canada's Western Arctic, as it has been called,
and much of the Mackenzie Valley. And the waterway down which
they travel is open at best for only a third of each year.
This one fact alone necessarily places severe limits upon any
ordinary development northward, at any rate for the immediate
future. When, in addition, it is realised that the limiting draft upon
the Mackenzie system is at times as low as two feet — due to shifting
sandbars and low water — and that due to the geological character
of the river this limitation cannot be removed, then the significance
of transportation in all studies of northern development will be clear.
Even in time of war, when all ordinary economic considerations can
be shelved, the same controlling factor has determined the course of
movement in the Mackenzie valley, as is well testified by the feverish
activity in boat building that has been observable at Waterways,
railhead on the Clearwater River, during the past two summers. When
it is recalled that Waterways is still 1,600 miles from the Arctic Ocean,
then the economics of northern transportation will at once be seen to
be a prime determining factor in all considerations of the future of the
.ma under review.
Engineers are by nature economists and thus appreciate instinctively
the significance of economic factors. How easily they may be neglected
is shown by the absence of any reference in Mr. Finnie's book to the
economic aspects of any features of northern development. This may
be due, in part at least, to the author's reliance upon Mr. Vilhjalmur
Stefansson as the oracle of the Arctic. The frequently repeated
adulation of Stefansson will be cloying to the average reader; to those
who have studied the North, it is a good indicator of the value of
many of Mr. Finnie's opinions. The author would have done well to
have consulted some other authorities.
Road construction is forecast in a general way by Mr. Finnie and
two of the projects which he touches upon have now been built. Since
all recent developments in the vicinity of the Alaska highway and the
Norman oil wells have been carried out in connection with the war, it
would seem advisable to omit all reference to them in this review.
Since Mr. Finnie's book was published before the Alaska highway was
started, and as the route of the highway lies generally outside the
area with which his book is concerned, this omission will not act as
any undue restriction.
As it is only a few years since the glamour of mining developments
diverted the public interest from the fur trade and associated mis-
sionary endeavours which have been the mainstay of the Mackenzie
Valley since its discovery, these ventures naturally receive attention
in "Canada Moves North." Mr. Finnie does not like missions and
says so in no uncertain or guarded terms; in this place, however, his
barbed criticisms of this branch of Christian work cannot be discussed.
Correspondingly, his comments upon the fur trade are far from com-
plimentary to the Hudson's Bay Company although a few grudging
tributes to the remarkable work of this oldest of commercial under-
takings are to be found in odd places throughout the book, as on
page 170 where reference is made to the splendid service provided by
the S.S. Nascopie.
The fur trade would appear to be far removed from the practice of
engineering. No detailed discussion of this important branch of
northern activity would therefore be fitting in these pages. But the
Hudson's Bay Company has been very much more than a fur trader
in the Mackenzie Valley. In order to service its own posts the company
has been interested in transportation and consequently has operated
for many scars the only long-term regular transportation service on
the Mackenzie system. To this service, and to its contribution to the
development of the North, Mr. Finnie makes no direct reference. He
does refer to a smaller competitive transportation service, organized a
few years ago in connection with the Eldorado radium mine; the
impression might even be gathered that this was the only river service.
Competing river services in the far north present a seemingly ludicroUg
484
August, 1943 THE ENGINEERING JOURNAL
picture! Strange as this may seem, the duplication of the portage road
at Fort Smith (see pp. 91 and 92) — a road used for only four months of
each year, and for a portion of each week of the four months — is an
even graver reflection upon governmental administrations that
allowed such waste to occur. For many years now the so-called mono-
polistic position of the Hudson's Bay Company has been challenged
by competitors, principally small operators who have come to be
known as "free traders." Close study will show that many of the
abuses associated with the fur trade mentioned by Mr. Finnie are the
result of such itinerant competition for, in this special case of the
exploitation of a renewable natural resource, the only course for a
"monopoly" to pursue is the wise one of conservative conservation.
Nobody would suggest that the Hudson's Bay Company's record is
perfect, but it is certainly immeasurably better than Mr. Finnie will
admit.
What solution does Mr. Finnie suggest to the problems posed by all
the features of mission-work, fur-trading and native life that he does
not like ? Apparently, complete governmental control despite the fact
that he is caustically critical of some features of the Northwest
Territories' administration of the immediate past. The dissolution of
the Northwest Territories and Yukon Branch of the Department of the
Interior by the Bennett Government in 1930 is very naturally cas-
tigated. But although Mr. Finnie suggests doubling the number of
doctors in the North, and vast increases in governmental services, he
has little more to say about the machinery of government except to
relate some abuses that do not make pleasant reading. Even these
pale into insignificance when compared with incidents not mentioned
in this book such as the flying of 20 tons of coal from Great Bear lake
to Coppermine in 1940, under government contract, when the coal
could quite easily have been transported by water. It is small wonder,
then, that Mr. Finnie waxes indignant in this part of his presentation.
Unfortunately, he does not translate his indignation into suggestions
for any positive action.
In another place (2), the present writer has called attention to the
unbelievably cumbersome organization of the Department of Mines
and Resources and has suggested that necessary preparatory planning
should be initiated now for the complete reconstruction of this depart-
ment as soon as the war is over. This suggestion was advanced in
relation to the Geological Survey and the control of Canada's waters.
How much more necessary is the reconstruction of the department
when the north of Canada is considered. Difficult though it may be to
believe, it yet remains a fact that the "N.W. Territories and Yukon
Branch" of the Government of Canada is but one of four sections into
(2) 'Reconstruction in Canada' (Ed. C. A. Ashley): see p. 88 in Water, Its use and
Control by R. F. Legget, University of Toronto Press, 1943.
which the Lands, Parks and Forests Branch of the Department of
Mines and Resources is organised. And this for the completed admi-
nistration and good government of an area of 1,463,563 sq. mi.,
almost half the total area of the Dominion. It is small wonder that all
is not as it should be in the administration of this vast area; the
surprising feature is that progress has been as good as it has.
It is the view of many with whom the writer has talked that a
drastic reconstruction of northern administration is long overdue;
Mr. Finnie would probably agree. Details of reorganisation need not be
discussed here, but three essential principles may be suggested.
Administration of this half of Canada must be the direct responsibility
of a minister of the crown, and not merely one section of one branch of
a vast department. Correspondingly, and in some appropriate way,
safeguards against drastic changes in policy and personnel (such as
the debacle of 1930) must be provided so that a reasonable degree of
long-term planning may be assured. And arrangements should be
made for reasonably close cooperation and interchange of information
with the similar northern administrations of the United States (Alaska)
and the Union of Soviet Socialist Republics, the only other countries
with administrative tasks in any way comparable to that under review.
Alaska is frequently mentioned by Mr. Finnie but the essential
geographical and climatic differences between the two areas he is
discussing are not, so that his comparisons tend to be misleading. He
does mention modern Russia, in addition to quoting from an interest-
ing report compiled by the Canadian Senate in 1887-88 in which
Russia is considered. A quotation from "The Soviet Arctic" by W. O.
Field, Jr., is included (pp. 156-157) but with no explanatory notes
and no discussion. This is particularly to be regretted since, although
parts of the Western Russian Arctic are strongly influenced by the
Gulf Stream, the U.S.S.R. faces elsewhere identical problems to those
presented by Canada's Northwest Territories and the Yukon, and
apparently great strides have already been made in dealing with
them. It is greatly to be hoped that somebody with suitable qualifica-
tions may undertake the task of interpreting this Soviet experience
for the information of Canadians and the benefit of those in authority.
Until such a detailed comparison is made, it is impossible to be
specific about the future of Canada's northern territory. Certainly
Canada is not going to "move northward," as Mr. Finnie suggests.
Equally certainly, the existing development will progress — slowly,
in all probability, associated in large measure with mining ventures,
necessarily linked closely with water transportation routes, intimately
associated with the fur trade which must long be the staple industry,
dependent upon engineering services for vital communications and all
transport requirements, always beset by the rigours of long and hard
winters — and yet activated by men who, even in this day and age, can
properly be called pioneers.
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Basic Electricity for Communications:
William H. Timbie. N.Y., John Wiley and
Sons, Inc., 1943. 5Y2 x 8lA in. $3.50.
Electronic Control of Resistance Welding:
George M. Chute. N.Y., McGraw-Hill
Book Company, Inc., 1943. 6\i x 9 in.
$4.00.
Remedial Reading:
The diagnosis and correction of reading
difficulties at the college level. Frances 0.
Triggs. Minneapolis, The University of
Minnesota Press, 1943. 6 x 9\i in. $2.50.
Bibliography of Structural Engineering
and Architecture:
/. N. Koblentz and S. A. Rimsky-Korskoff .
Moscow, 1941. This book — written in
Russian — contains a list of Russian pub-
lications on structural materials and
draughting, design of buildings, bridges,
steel structures and architecture.
Statics of Structures:
/. M. Frenkel and P. M. Frenkel. Moscow,
1940. This volume — written in Russian —
is a text book of statics for students of
technical schools.
TRANSACTIONS, PROCEEDINGS
The Society of Naval Architects and
Marine Engineers:
Transactions volume 50, 1942.
The University of Toronto:
Transactions and Yearbook of the Engi-
neering Society 1943.
REPORTS
Metropolitan Water District of Southern
California :
Fourth annual report, July, 1941, to June
30th, 1942
Ontario-Quebec Ottawa River Power
Agreement :
Correspondence between Hon. C. D. Conant
and Dr. T. H. Hogg including the report
by Dr. Hogg.
Alberta, Department of Lands and Mines :
Annual report for the fiscal year ended
March 31, 1942.
Quebec, Department of Mines:
The Mining Industry of the Province of
Quebec in 1941. (This report will be sent
in English or in French on request to the
Deputy Minister of the Department of
Mines, Quebec.)
University of California — Publications in
Engineering:
Vol. 5, No. 1 — The Conduction of heat in
composite infinite solids. Vol. 5, No. 2 —
The Analytical prediction of superposed
free and forced viscous convection in a
vertical pipe.
University of Illinois — Engineering Ex-
periment Station — Bulletins:
No. 340: Loss of head in flow of fluids
through various types of one-and-one-half -
inch valves. No. 341 ■ Effect of cold drawing
on mechanical properties of welded steel
tubing. No. 342: Pressure losses in registers
and stackheads in forced warm-air heating.
No. 343: Tests of composite timber and
concrete beams.
University of Illinois — Engineering Ex-
periment Station — Reprint series:
No. 24: Ninth progress report of the joint
investigation of fissures in railroad rails.
No. 25: First progress report of the investi-
gation of shelly spots in railroad rails. No.
26: First progress report of the investigation
of fatigue failures in rail joint bars.
Iowa State College — Engineering Experi-
ment Station — Bulletin:
No. 159: The Percentage stress-strain dia-
gram os an index to the comparative be-
havior of materials under load.
Purdue University — Engineering Experi-
ment Station — Bulletin:
No. 87: The formation, distribution and
engineering characteristics of soils. A re-
port of an investigation conducted by the
Engineering Experiment Station and the
State Highway Commission of Indiana.
The Asphalt Institute — Research Series:
No. 9: Flexible pavement reaction under
field load bearing tests.
The Electrochemical Society — Preprints:
No. 83-19: A reversible oxygen electrode.
No. 83-20: Conditions favoring the start
of an arc discharge between cold activated
electrodes at 50 cycles per second. No.
83-21 : Prestite, improved method for mold-
ing electrical porcelain. No. 83-22: The
electrochemist adopts automatic recording
devices used in medical research. No. 83-23:
Cathodic corrosion of cable sheaths.
American Welding Society:
Recommended practice for the spot and
seam welding of low carbon steel, 1943.
THE ENGINEERING JOURNAL August, 1943
485
Canadian Westinghouse Company, Ltd.:
Practical arc welding instructions in the
interests of conservation of vital war ma-
terials.
Canada — Department of Mines and Re-
sources— Mines and Geology Branch:
Prospectors guide for strategic minerals in
Canada. 3rd ed. 1943.
Edison Electric Institute:
Turbine operating records for years 1940-
1941. Publication No. K-5, May, 1943.
U. S. Bureau of Standards — Building
Materials and Structures:
BMS 97 — Experimental dry-wall construc-
tion with fiber insulating board.
BOOK NOTES
The following notes on new books
appear here through the courtesy of the
Engineering Societies Library of New
York. As yet the books are not in the
Institute Library, but inquiries will be
welcomed at headquarters or may be
sent direct to the publishers.
A.S.T.M. STANDARDS ON PLASTICS
Sponsored by A.S.T.M. Committee D-20
on Plastics.
Specifications, Methods of Testing, Nomen-
clature, Definitions. May, 1943. American
Society for Testing Materials, Phila., Pa.
375 pp., illus., diagrs., charts, tables, 9x6
in., paper, $2.00 (A.S.T.M. members,
$1.50).
The specifications, methods of test, recom-
mended practices, nomenclature and defini-
tions relating to plastics which have been
approved by the Society are brought together
in one volume for convenience.
AIRCRAFT HYDRAULICS
By H. W. Adams. McGraw-Hill Book Co.,
New York and London, 1943. 159 pp.,
diagrs., charts, tables, 9Y2 x 6 in., cloth,
$1.75.
This text deals with the basic principles and
general rules that govern the design of hy-
draulic systems for aircraft. The treatment is
a practical one, aimed to enable the engineer
to become a specialist in this field as quickly
as possible. Although intended specifically for
aircraft engineers, the book should be useful
to designers of hydraulic systems for other
purposes.
AIRCRAFT MATHEMATICS
By S. A. Walling and J. C. Hill, revised
ed. The University Press, Cambridge, Eng-
land; The Macmillan Co., New York, 1943.
186 pp., diagrs., charts, tables, 8V2 x 5x/i
in., cloth, $1.75.
A brief textbook covering the mathematics
required for Air Training Corps cadets in
Great Britain, adapted to American usage
and terminology in this edition.
AMERICA'S GREATEST INVENTORS
By J. C. Patterson. Thomas Y. Crowell Co.,
New York, 1943. 240 pp., diagrs., 8Y2 x
5l/2 in., cloth, $2.00.
This book tells briefly the lives and inven-
tions of the eighteen men who were selected
as America's greatest inventors in connection
with the celebration, in 1940, of the sesqui-
centennial of the United States patent law.
The list is an impressive one. The biographies
are interesting, accurate, and popular in style.
ANALYSIS OF CONTINUOUS FRAMES
BY GRAPHICAL DISTRIBUTION
OF MOMENTS
By A. A. Eremin. Apply to author and
publisher, A. A. Eremin, 1541, 37th St.,
Sacramento, Calif., 1943. 17 pp., diagrs.,
charts, tables, lithographic, 11 x 8Y2 in.,
paper, $2.00.
This pamphlet presents a graphical method
for the distribution of moments in continuous
beams or rigid frames. The method is claimed
to be as exact as algebraic methods and to be
much less time-consuming. Numerous illus-
trative examples are given.
BASIC ELECTRICITY FOR COMMUNI-
CATIONS
By W. H. Timbie. John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 60S pp., illus., diagrs., charts, tables,
8lA x 5Yi in., cloth, $3.50.
This is an introductory text for workers in
communications and electronics. The book
presents the elementary electrical principles
that are needed in those fields and applies
them to concrete practical problems that occur
frequently. The text is intended as a course
for workers and also as a foundation for ad-
vanced study.
(The) CHEMICAL FORMULARY, Vol. 6,
edited by H. Bennett
Chemical Publishing Co., Brooklyn, N.Y.,
1943. 636 pp., tables, 9 x 5]/2 in., cloth,
$6.00.
The sixth volume of this series contains
several thousand new formulas for adhesives,
beverages, cosmetics, emulsions, inks, food
products, paints, varnishes, lubricants, pyro-
technics, polishes, etc.
ENGINEERING DRAWING, Practice and
Theory
By I . N . Carter and H. L. Thompson. 2 ed.
International Textbook Co., Scranton, Pa.,
1943. 462 pp., illus., charts, tables, 11 x 8]/2
in., fabrikoid, $3.00.
Descriptive geometry and practical engi-
neering drawing are combined in this text,
thus presenting theory and practice simul-
taneously. Duplication of classroom work is
thus avoided, enabling the student to save
time.
ENGINEERING PROBLEMS ILLUS-
TRATING MATHEMATICS
By J. W. Cell. McGraw-Hill Book Co.,
New York and London, 1943. 172 pp.,
diagrs., charts, tables, 9Y2 x 6 in., cloth,
$1.75.
This text contains a collection of problems
for students of college algebra, trigonometry,
analytical geometry and differential and in-
tegral calculus. It is intended for use in junior
and senior engineering courses, and aims to
give students better understanding of the uses
of mathematics than is obtained from purely
formal exercises, by presenting practical prob-
lems of technological and industrial applica-
tion. The work is a project of the Society for
the Promotion of Engineering Education.
FUEL TESTING, Laboratory Methods in
Fuel Technology
By G. W . Himus. Leonard Hill Limited,
17 Stratford Place, W. 1, London, 1942.
2 ed. 288 pp., illus., diagrs., charts, tables,
10 x 6 in., cloth, 21s.
The methods of testing presented in this
manual are those specified by the British
Standards Institute, the Fuel Research Board
and the Institute of Petroleum. The treat-
ment, however, is far wider than a mere pres-
entation of analytical methods. General prin-
ciples are discussed at some length, and much
general advice on the selection of fuels is in-
cluded. While chief attention is given to coal,
oil and gas are also treated.
GEODETIC CONTROL SURVEYS
By H. 0. Sharp, 2 ed. John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 132 pp., illus., diagrs., charts, tables,
liy2x8y2 in., cloth, $3.50.
The methods of surveying and the compu-
tations required in making precise control sur-
veys and state plane coordinate systems are
presented for use by engineers. Fundamental
theory and practical applications are given.
HEATING, VENTILATING, AIR CON-
DITIONING GUIDE, 1943, Vol. 21
American Society of Heating and Ventil-
ating Engineers, 51 Madison Ave., New
York, 1943. 1,160 pp. Roll of Membership,
90 pp., illus., diagrs., charts, tables, 9]/2x6
in., cloth, $5.00.
The 1943 edition of this well-known refer-
ence book follows the form of preceding ones
but has been carefully revised and, in part,
rewritten. A chapter on abbreviations, sym-
bols and standards has been added, and an
appendix discusses emergency war practices
now in use.
INTRODUCTION TO ATOMIC PHYSICS
By S. Tolansky with a foreword by Sir
L. Bragg. Longmans, Green & Co., Lon-
don, New York, Toronto, 1942. 343 pp.,
illus., diagrs., charts, tables, 9 x 5]/2 in.,
cloth, $4.50.
The aim in this book is to supply a broad
survey of the development of modern atomic
physics for students who have completed a
first year of college physics and are proceed-
ing further. The treatment is descriptive and
calls for little mathematical knowledge.
MANUAL OF INDUSTRIAL HYGIENE
AND MEDICAL SERVICE IN WAR
INDUSTRIES issued under the Aus-
pices of the Committee on Industrial
Medicine of the Division of Medical
Sciences of the National Research
Council; prepared by the Division of
Industrial Hygiene, National Insti-
tute of Health, United States Public
Health Service; edited by W. M.
Gafafer.
W . B. Saunders Company, Philadelphia
and London, 1943. 508 pp., charts, tables,
9]/2x6 in., cloth, $3.00.
Military demands have withdrawn from in-
dustry many experienced industrial physi-
cians, engineers and hygienists. This book is
issued to assist physicians who must replace
these losses and deal with the health problems
of workers in war industries. It brings together
in a single volume the essentials of the subject,
covering the organization and operation of
plant hygienic services, the prevention and
control of disease in industry, and the problem
of manpower in industry. The book is the
work of a number of specialists and is issued
under the auspices of the National' Research
Council.
(The) MATHEMATICS OF PHYSICS
AND CHEMISTRY
By H. Margenau and G. M. Murphy.
D. Van Nostrand Co., New York, 1943.
581 pp., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $6.50.
This book brings together within a single
volume, those parts of advanced mathematics
that form the tools of the modern worker in
theoretical physics and chemistry. The sub-
jects selected for treatment are those believed
to be the most important for these workers,
and the treatment of these subjects is full
enough for practical purposes.
NAVAL ARCHITECTURE AS ART AND
SCIENCE
By C. 0. Liljegren. Cornell Maritime Press,
New York, 1943. 212 pp., illus., diagrs.,
charts, tables, 9Y2 x 6 in., cloth, $4.00.
This text starts with a simple presentation
of the elementary principles of ship drafting
and design. A second, more advanced section
then analyzes the problems faced by the naval
architect and the theories that apply to them.
The third and most important section dis-
cusses the optimum form, proportions and
dimensions of ships. New theories and form-
ulas for resistance are developed, which differ
from those commonly accepted.
4«6
August, 1943 THE ENGINEERING JOURNAL
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
July 31st, 1943
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 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
circumstances 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
BICKNELL— A. BERTRAM, of Toronto, Ont. Born at Woodstock, Ont., April
24th, 1903; Educ: B.A.Sc., Univ. of Toronto, 1927; with General Motors of Canada
Ltd. as follows: 1927-28, dftsman, Oshawa, 1928-30, asst. mgr., standards dept.,
Regina, (plant closed) ,1930-31, dftsman., OBhawa; 1931 to date, engineer-purchasing
agent, Canadian Gypsum Co. Ltd., Toronto, i/c of purchasing of all equipment
and production materials for the six plants of the subject company.
References: W. H. M. Laughlin, H. S. Irwin, C. D. Carruthers, R. W. Angus,
W. B. Dunbar, J. W. Falkner.
BRERETON— CHARLES HERBERT, of 306 Linwood St., Winnipeg, Man.
Born at Carnduff, Sask., Aug. 25th, 1910; Educ: B.Sc. (E.E.), Univ. of Man., 1934;
1934-37, radio technician, Canadian Airways Ltd.; 1937-38, technician, Trans-
Canada Airlines; 1938-42, supt., communications, Canadian Airways Ltd.; 1942-43,
supt., communications, Canadian Pacific Airlines; at present, radio engr., R.C.A.
Victor Ltd., Winnipeg, Man.
References: E. P. Fetherstonhaugh, J. D. Peart, W. P. Brereton, G. H. Herriot.
BURMA— DAVID A., of 78 Grosvenor St., Toronto, Ont. Born at Montreal,
Dec. 18th, 1914; Educ: 1933-38, Montreal Technical Institute. Private study; 1933
to date, dftsman with the following companies: Canada and Dominion Sugar Re-
fineries, Farand & Delorme, Pressure Pipe Ltd., Montreal, John T. Hepburn Co.
Ltd., Toronto, Standard Steel Company, Welland, Foster Wheeler Ltd., St. Catha-
rines, and at present, dftsman., designer and checker, Armstrong Wood & Com-
pany, Toronto. (Applying for admission as Affiliate).
References: D. S. Scrymgeour, W. T. Porter, L. P. Rundel, A. L. McPhail.
CARROLL— WILLIAM ERIC, of 155 Gainsborough Road, Toronto, Ont. Born
at London, England, Nov. 30th, 1909; 1924-27, Ottawa Technical School; I.C.S.
course in civil engrg. (uncompleted); 1927-28, power trans, lines, dams, retaining
walls, surveying, levelling, dfting., etc., Gatineau Power Engineering Company;
1929, St. Lawrence Waterways project, Dept. of Rlys. & Canals; 1929-30, elec
designing and dfting., engrg. divn., Bell Telephone Co. of Canada; 1930-31, on
sewers and watermainB, James, Proctor & Redfern, civil and consltg. engrs., Toronto;
1931 to date, divn. of surveys, Ontario Dept. of Lands & Forests, present classifica-
tion "senior dftsman," assting. the chief dftsman. and Ontario Land Surveyor (Asst.
Inspr. of Surveys) in the checking of Crown land surveys, office administration,
the administration of Crown lands, surveying, dfting., etc.
References: J. L. Morris, C. E. Bush, J. M. Gibson, F. H. Kitto, J. A. P. Marshall.
DOWELL— EUGENE HARRIS, of Halifax, N.S. Born at Shelburne, N.S., July
7th, 1920; Educ: B. Eng., N.S. Tech. Coll., 1943; 1940-41 (summers), foreman,
A. M. Smith & Co. Ltd., Halifax, and ironworker's helper, and refinery mtce. esti-
mator, Imperial Oil Ltd.; 1941-42 (12 mos.), estimating and planning, Ottawa Car
& Aircraft Ltd., Ottawa; at present, Pilot Officer, R.C.A. F., in training as Aeronau-
tical Engrg. Officer.
References: H. A. Ripley, F. H. Sexton, K. E. Bentley.
McROBERTS— DONALD, of 366 Driveway, Ottawa, Ont. Born at Collingwood,
Ont., Nov. 23rd, 1900; Educ: 1917-23, 5 years' ap'ticeship, mech. engrg., Colling-
wood Shipyards Ltd.; I.C.S., mach. practice and design. R.P.E. of Ont.; 1923-27,
chief mech. engr., Midland Shipbuilding Co. Ltd., Midland, Ont., i/c design and
installn., supervn. of engines, boilers and mech. equipment; 1927-31, res. engr. of
constrn. and designer, C. D. Howe Co. Ltd., Port Arthur; 1931-32, chief engr's.
representative, reconstrn. west side docks, Saint John, N.B.; 1933-36, development
engr., E. J. Fetherstonhaugh & Son, Patent Attorneys; 1936-40, western representa-
tive, C. D. Howe & Co. Ltd., Port Arthur; 1940-41, asst. chief engr., National
Harbours Board, Vancouver Harbour; at present, engr. i/c of shipyards, Dept. of
Munitions & Supply, Ottawa, Ont.
References: C. D. Howe, E. G. Cameron, J. M. Fleming, H. W. Frith, R. Yuill,
J. B. Macdonald, R. Pybus, J. B. Stirling.
JULL— THOMAS ALFRED, of 51 Hazelton Ave., Toronto, Ont. Born at Tor-
onto, June 28th, 1918; Educ: B.A.Sc, Univ. of Toronto, 1943; 1936-39 (summers),
mining and highway constrn.; 1940 (summer), aircraft assembly, National Steel
Car Corpn., Malton, Ont.; 1941, millwright on mtce. with same company at Hamil-
ton; 1942 (3 mos), mtce. engrg., Imperial Oil Ltd., Sarnia; 1942 (3 mos.), field engr.
i/c constrn., Canadian Dredge & Dock Co. Ltd., Toronto; at present, test engr.,
pump divn., John Inglis Co. Ltd., Toronto, Ont.
References: R. W. Angus, R. F. Legget, W. E. Bonn, C. R. Young, W. B. Dunbar
MACKENZIE— RAY ELLIOTT, of 351 California St., San Francisco, Calif.,
Born at Wilmington, N.C., Sept. 5th, 1898; Educ: B.Eng. (Civil), North Carolina
State College, 1920; (accredited curriculum); Post-graduate work in hydro-electric
engrg.Member, A.S.C.E.; 1920-21, instr'man., U.S. Bureau of Reclamation; 1922,
dftsman., N. C. Highway Commn.; 1922-23, junior engr., U.S.. Bureau of Reclama-
tion; 1924-25, junior engr., 1925-27, dist. engr. and asst. engr., U.S. Army Engineers;
1927-29, asst. engr., Aluminum Co. of America, Pittsburgh; 1929 to date, with the
U.S. Army Engineers as follows: 1929-33, engr., 1933, associate engr., 1935-42,
engr. and senior engr., and at present, principal engr. at San Francisco. On various
projects and developments incl. planning, supervising and reviewing investigations,
plans and specification for flood control, power, navigation, irrigation and multiple-
purpose water-use investigations.
References: H. N. Macpherson, C. E. Webb, L. A. Campbell, F. E. Sterns, L. F.
Harza, F. H. Cothran.
MacLEAN— DONALD WILBUR, of Black Point, N.B. Born at Black Point,
June 13th, 1920; Educ: B.Sc. (Forestry), Univ. of N.B., 1941; 1938-39 (summers),
road constrn., N.B. Dept. of Public Works, compassman, block line survey, N.B.
Forest Service; 1941 to date, transitman and instr'man., Air Services Branch, Dept.
of Transport.
References: A. S. Donald, W. C. MacDonald, J. E. J. Patterson, J. J. Gorman,
A. C. Golding, D. C. Bowlin.
RADLEY — PERCY EDWARD, of 1 Radin Road, Arvida, Que. Born at Lachute,
Que., Dec. 28th, 1898; Educ: B.Sc. (Chem.), McGill Univ., 1923; 1920-21-22 (sum-
mers), articled pupil to D.L.S. on topog'l. surveys; with Aluminum Co. of Canada
as follows: 1923-26, chem. engr. on tech. control work, 1927-30, asst. supt., Shawini-
gan Works, 1931-39, aluminum plant supt., Arvida Works, 1940-42, works mgr.,
Shawinigan plant, 1942 to date, works mgr., Arvida Works.
References: R. H. Rimmer, A. W. Whitaker, Jr., C. Miller, H. G. Timmis, McN.
DuBose.
SEMMENS— GRAHAM CORKILL, of Barrackpore, Trinidad, B.W.I. Born at
Winnipeg, May 9th, 1908; Educ: B.A., 1932, B.Sc (Engrg.), Univ. of Alta., 1937;
1927, 1929, experimental work, Bituminous Sands Extraction Co.; 1930 (5 mos.),
tank tester and weigher, Cons. Mining & Smelting Co.; 1937-38, South Crafty Tin
Mines Ltd., Cornwall, England; with Trinidad Leaseholds Ltd. as follows: 1938-39,
drilling at Forest Reserve, 1939, special study trip to U.S.A. to study and recommend
on drilling equipment and technique, 1939-40, tech. asst. to gen. drilling supt.,
1940-41, drilling engr. i/c cementation and casing operations at Forest Reserve Field,
1941-42, production engr., Forest Reserve, and 1942 to date, production supt. and
engr. i/c production at Barrackpore.
References: R. S. L. Wilson, F. K. Beach, F. R. G. Wrigley, R. W. Emery, W.
E. Cornish, R. M. Hardy.
WAITE— MATTHEW JOHN, of 10 Radin Road, Arvida, Que. Born at Haldi-
mand Twp., Ont., August 22nd, 1904; Educ: B.Sc, Queen's Univ., 1931; 1927 (6
mos.), master mechanic; 1928 (9 mos.), foreman mechanic in garage; 1929 (6 mos.),
repair mechanic, inspection dept., General Motors of Canada; 1931-38, engrg. and
servicing of sealing machines and equipment, Aluminum Co. of Canada Ltd., Toronto.
Incl. development and design of new typeB of seals, sealing mediums, and sealing
equipment, etc.; 1938-39, mtce. and management of all mining equipment of the
Demerara Bauxite Company, British Guiana; 1939-40, mtce. engr. i/c mech. crews
THE ENGINEERING JOURNAL August, 1943
487
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless^
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 i— —
(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
MECHANICAL ENGINEER for the position of chief
draughtsman, middle-aged person experienced in
draughting office detail and capable of directing
activities of 12 to 15 draughtsmen. Location Niagara
Peninsula. Apply to Box No. 2644-V.
SALES ENGINEER experienced in building construc-
tion and possessing aptitude for sales work. Per-
manent position in Montreal, good opportunity.
Bilingual preferred. Salary commensurate with
ability. Apply to Box No. 2048-V.
PRODUCTION ENGINEER, Graduate, 40 years or
over, with at least five years' experience in production
processing and manufacture in heavy plate work,
must be able to set up and direct operation of produc-
tion control system. Knowledge of tool design and
shop methods essential. Permanent. Salary com-
mensurate with services. Apply to Box No. 2657-V.
PARTNER WANTED, graduate mechanical engineer
wanted in small but successful manufacturing plant
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.
and machine shop in central Ontario city. Plant
currently engaged on war work but with extensive
peacetime programme definitely settled. Applicant
must have executive and administrative ability,
preferably with some production experience on
machine tools. Moderate investment required.
Apply to Box No. 2660-V.
SITUATIONS WANTED
MECHANICAL ENGINEER, executive ability,
desires permanent position with responsibility and
future. Presently employed but war conditions
necessitate change. Apply to Box No. 270-W.
GRADUATE ENGINEER, University of Toronto,
with seven years experience along lines of general
mechanical draughting and design with accent on
electric motors, instruments and small tools. Also
considerable experience in electric instrument
laboratory. Due to re-organization of his present
company, services are not being fully utilized. Apply
to Box No. 1486-W.
CIVIL ENGINEER, B.A. 8c., Age 34, married.
Experience covering heating, air-conditioning,
mining. Design, construction and maintenance of
sewers, waterworks, streets and highways, including
surveying, location, estimating, inspection, drainage
and soundings. Presently employed but desires
advancement. Apply to Box No. 1859-W.
CIVIL ENGINEER, 36, graduate of the Royal
Technical College, Copenhagen. Ten years' exper-
ience in all types of building construction and struct-
ural design in Canada as well as in Europe. Wants
position with some responsibility. Apply to Box No.
2452- W.
GRADUATE ELECTRICAL ENGINEER, Univer-
sity of Manitoba (1933), skilled in design and layout
work of power and lighting distribution for industrial
plants and commercial buildings. Presently employed
but services available where better opportunity
afforded. Apply to Box No. 2099-W.
STRUCTURAL ENGINEER, m.e.i.c, modern
methods reinforced concrete design, experienced on
construction. Location immaterial. Preference for
West. Excellent civil experience home and abroad.
Apply to Box No. 2425-W.
REQUIRED IMMEDIATELY
Chemical, Civil, Mechanical
and
Metallurgical Engineers
For Production Supervision
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to
The Aluminum Company of Canada
Limited
1700 Sun Life Building
Montreal, Que.
'n the field, 1940-42, master mechanic i/c machine shop, forge shop and foundry,
and at present, asst. mech. supt., Aluminum Co. of Canada, Arvida, Que. I/c of all
mech. operations not performed in the shops, inch installn. of mech. equipment on
constrn. projects.
References: M. G. Saunders, R. H. Rimmer, J. W. Ward, J. W. Thompson, C.
Miller, A. W. Whitaker, Jr.
WILSON— JOHN TUZO, of Ottawa, Ont. Born at Ottawa, Oct. 24th, 1908;
Educ: B.A., Univ. of Toronto, 1930. B.A., M.A., Cambridge Univ., 1932. Ph.D.
(Geol.), Princeton Univ., 1936; 1924-33 (summers), forestry, geology, geophysics,
topography, mining and prospecting in Nova Scotia, Ontario, Quebec and Montana;
1934-36, original detailed geol. survey of part of Beartooth Mountains, Montana, for
Ph.D. thesis; 1936-39, asst. geologist, Geol. Survey of Canada; Dec. 1939, granted
leave of absence to join R.C.E. and proceeded overseas in Jan. 1940, holding follow-
ing appointments: 2/Ltd., Field Survey Coy., Lieut., 12 Fd. Coy., Spec. Tunnelling
Section, Lieut., Capt., and 2 i/c, 1 Cdn. Spec. Tunnelling Coy., 1941, A/Major and
Sr. Instructor, School of Military Engrg (Royal Engrs), Cap. and G.S.O., III Engr.,
Liaison Officer, Candn. Mil. Hdqrs., 1941-43, Major and G.S.O., II Tech. Sec,
G Branch, C.M.H.Q., and March 1943 to date, A/Lieut. Col. and G.S.O. I and 2
i/c Tech. Section, C.M.H.Q. Canadian Army Overseas.
References: A. G. L. McNaughton, C. S. L. Hertzberg, C. Camsell, F. C. C.
Lynch, C. P. Edwards, J. A. Wilson.
FOR TRANSFER FROM STUDENT
DUCHASTEL— PIERRE ARTHUR, of Hull, Que. Born at Outremont, Que..
Dec. 5th, 1915; Educ: B.Eng., McGill Univ., 1938; 1938, engrg. office, 1939-41, field
service and sales of transformers, meters, instruments, etc., for Ferranti Electric
Ltd. Since Jan. 1942 on loan to National Research Council as junior research en-
gineer. (St. 1937).
References: A. B. Cooper, C. V. Christie, O. O. Lefebvre, C. J.'Mackenzie, B. G.
Ballard.
FAST— MORRIS, of Shawinigan Falls, Que. Born at Blaine Lake, Sask., May
8th, 1917; Educ: B. Eng., Univ. of Sask., 1942; 1937-38 and 1939 (summer), ma-
terials inspr., Northern Electric Co. Ltd., Montreal; 1939-40, aircraft production
engr., Ottawa Car & Aircraft Co. Ltd.; 1940, mtce. Demerara Bauxite Co., British
Guiana; 1940-41, Kingston works; May 1942 to date, production and mtce., Alumi-
num Co. of Canada, Shawinigan Falls, Que. (St. 1937).
References: C. J. Mackenzie, I. M. Fraser, R. A. Spencer, N. B. Hutcheon, W.
M. Harvey.
McARTHUR— DONALD STEWART, of Whitehorse, Yukon Territory. Born at
Edmonton, Alta., March 25th, 1915; Educ: B.Sc (Chem.), Univ. of Alta., 1939;
1939-40, asst. chemist, Calgary Refinery, British American Oil Co.; 1940-42, refinery
operator, for six months, and then plant supervisor, Trinidad Leasholds Ltd., Trini-
dad, B.W.I. ; at present, progress engr., reporting on Whitehorse refinery project
for J. Gordon Turnbull, Sverdrup & Parcel, Architects, Whitehorse, Y.T. (St. 1940).
References: R. S. L. Wilson, R. M. Hardy, W. E. Cornish, J. A. Allan, I. F.
Morrison, 1>. A. Thorssen.
APRIL AND JUNE JOURNALS REQUIRED
There has been an unusual demand for extra copies of the
April and June, 1943, issues 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.
488
August, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, SEPTEMBER 1943
NUMBER 9
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIELD STREET - MONTREAL
L. AUSTIN WRIGHT, m.b.i.c.
Editor
LOUIS TRUDEL, m.b.i.c
Assistant Editor
"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
VETERANS' MEMORIAL BRIDGE, ROCHESTER, N.Y.
STATISTICAL ANALYSIS OF INSPECTION RESULTS
H. H. Fairfield
AN ENGINEERING STUDY OF GLACIAL DRIFT FOR AN EARTH DAM,
NEAR FERGUS, ONT.
Robert F. Legget, M.E.I.C.
VIBRATION ABSORPTION WITH STRUCTURAL RUBBER
J. W. Devorss
THE POSITION OF MANUFACTURING AND CONSTRUCTION IN OUR
NATIONAL ECONOMY
G. ft. Langley, M.E.I.C.
Cover
492
502
509
513
N. E. D. SHEPPARD, m.b.i.c
Advertising Manager
PUBLICATION COMMITTEE
J. A. LALONDE, m.b.i.c, Chairman
R. D«L. FRENCH, m.b.i.c, Vice-Chairman
A. C. D. BLANCHARD, m.b.i.c.
H. F. FINNEMORE, u.i.i.c.
T. J. LAFRENIÈRE, m.b.i.c
THE CIVIC MORALS OF SCIENCE
Clement C. Williams
515
Prie* 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 Affiliate», 25 cents a copy, $2.00 a year.
—Entered at the Post Office, Montreal, as
Second Class Matter.
THE INSTITUTE as a body i» not responsible
either for the statements made or for the
opinion» expressed in the following pages.
WARTIME BUREAU OF TECHNICAL PERSONNEL . . . .517
Annual Report
ABSTRACTS OF CURRENT LITERATURE 519
FROM MONTH TO MONTH 524
PERSONALS . 537
Visitors to Headquarters . . . . . . . . 538
Obituary 539
LIBRARY NOTES 539
PRELIMINARY NOTICE 542
EMPLOYMENT SERVICE 543
INDUSTRIAL NEWS 544
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont
tW. P. BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
*S. G. COULTIS, Calgary, Alta.
•G. L. DICKSON, Moncton, N.B.
JE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
•E. D. GRAY-DONALD, Quebec, Que
*J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
*E. W. IZARD, Victoria, B.C.
•.For 1943. t For 1943-44 % For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
tJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont.
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John. N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B
JC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING, Sault Ste. Marie, Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Arvida, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT, Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, Chairman
R. DeL. FRENCH, Viee-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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING, Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MacRAE
F. V. SEIBERT
E. STANSFIELD
G. W. WADDINGTON
JULIAN C. SMITH MEDAL
K. M. CAMERON, Chairman
C. 1. MACKENZIE
C. R. YOUNG
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Viee-Chairman
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prize
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galbraith Prize
L. F. GRANT. Chairman
H. E. BRANDON
N. B. MacROSTIE
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H.F. BENNETT, Chairman R. DeL. FRENCH
J. BENOIT R. F. LEGGET
D. S. ELLIS A.E.MACDONALD
J. N. FINLAYSON H. W. McKIEL
POST-WAR PROBLEMS
W. C. MILLER, Chairman H. MASSUE
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, Chairman
P. E. ADAMS R. F. LEGGET
J. N. ANDERSON I. P. MACNAB
S. R. BANKS J. A. McCRORY
H. F. BENNETT H. J. McEWEN
W. D. BRACKEN C. B. MUIR
W. P. BRERETON W. H. MUNRO
J. M. DAVIDSON J. A. A. PICHÉ
R. S. EADIE G. MacL. PITTS
E. V. GAGE C. J. PORTER
G. A. GAHERTY M. G. SAUNDERS
R. J. GIBB W. O. SCOTT
A. GRAY T. G. TYRER
J. GRIEVE H. K. WYMAN
J. L. LANG
F. ALPORT
J. S. BATES
deGASPE BEAUBIEN
A. L. CARRUTHERS
J. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
g. l. Mackenzie
D. A. R. McCANNEL
A. W. F. McQUEEN
G. MacL. PITTS
P. M. SAUDER
D. C. TENNANT
INDUSTRIAL RELATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
D. BOYD S. M. GOSSAGE
J. P. BRIERLEY F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
R. DUPUIS W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS. Viee-Chairman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
490
September, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), G. E. MEDLAR
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont
CALGARY
Chairman,
Executive,
J. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
A. HIGGINS
W. E. ROBINSON
(Ex-Officio), S. G. COULTIS
G. P. F. BOESE
H. J. McEWEN
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 A\»., Sydney, N.S.
EDMONTON
Chairman, C. W. CARRY
Vice-Chair., B. W. PITFIELD
Executive, J. A. ALLAN
J. W. JUDGE
E. D. ROBERTSON
J. D. A. MACDONALD
I. F. MORRISON
H. W. TYE
(Ex-Officio), D. HUTCHISON
E. NELSON
Sec-Treat., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
D. C. V. DUFF
L. E. MITCHELL
P. A. LOVETT
A. E. FLYNN
G. T. CLARKE
G. J. CURRIE
J. D. FRASER
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B. STEWART
K. L. DAWSON
(Ex-Officio), J. R. KA YE S. SCRYMGEOUR
Sec.-Treas., S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Hollis Street,
Halifax, N.S.
HAMILTON
Chairman, T. S. GLOVER
Vice-Chair., H. A. COOCH
Executive, C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
(Ex-Officio),W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
Sec. Treat., W. E. BROWN,
91 Barnesdale Blvd.,
Hamilton, Ont.
KINGSTON
Chairman, K. M. WINSLOW
, S. D. LASH
W. F. NOONAN
J. R. CARTER
J. D. LEE
(Ex-Officio), T. A. McGINNIS
L. F. GRANT
R. A. LOW,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
LAKEHEAD
Chairman, R. B. CHANDLER
Vice-Chair., S. T. McCAVOUR
Executive, S. E. FLOOR
O. J. KOREEN
E. L. GOODALL
J. I. CARMICHAEL
W. H. SMALL
A. D. NORTON
E. A. KELLY
J. S. WILSON
(Ex-Officio), E. M. G. MacGILL
(Mrs. E. J. Soulsby)
E. J. DAVIES H. G. O'LEARY
Sec.-Treae., 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
N. H. BRADLEY
(Ex-Officio), J. HAÏMES
Stc.-Trea»., R. B. McKENZIE,
McKenzie Electric Ltd.,
706, 3rd Ave. S., Lethbridge, Alta.
Vice-Chair.,
Executive,
Sec. Treas.,
A. JACKSON
G. S. BROWN
LONDON
Chairman, T. L. McMANAMNA
Vice-Chair., R. S. CHARLES
Executive, H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
• F. C. BALL
V. A. McKILLOP
(Ex-Officio), F. T. JULIAN
J. A. VANCE
Sec. Treas., H. G. STEAD,
60 Alexandra Street,
London, Ont.
MONCTON
Chairman, J. A. GODFREY
Vice-Chair., A. S. DONALD
Executive, E. R. EVANS H. W. HOLE
A. GORDON G. C. TORRENS
G. E. SMITH
(Ex-Officio), H. J. CRUDGE
Sec.-Treas., V.
L. DICKSON
C. BLACKETT,
Engrg. Dept., C.N.R.
Moncton, N.B.
MONTREAL
Chairman, R. S. EADIE
Vice-Chair., C. C. LINDSAY
Executive, H. F. FINNEMORE
R. C. FLITTON
G. D. HULME
G. E. GELINAS
K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
J. E. ARMSTRONG
R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. MacL. PITTS
E. V. GAGE
Sec.-Treas., L. A. DUCHASTEL,
40 Kelvin Avenue,
Outremont, Que
NIAGARA PENINSULA
Chairman, G. E. GRIFFITHS
Vice-Chair., W. D. BRACKEN
Executive, A. G. HERR
C. G. MOON
G. F. VOLLMER
H. E. BARNETT
J. W. BROOKS
G. MORRISON
D. S. SCRYMGEOUR
(Ex-Officio), C. G. CLINE
A. W. F. McQUEEN
Sec.-Treas., J. H. INGS,
2135 Culp Street,
Niagara Falls, Ont.
OTTAWA
Chairman,
Executive,
G. H. FERGUSON
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio), T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treas., A. A. SWINNERTON
Dept. of Mines & Resources,
Ottawa, Ont.
PETERBOROUGH
Chairman, A. R. JONES
Executive, R. L. DOBBIN
A. L. MALBY
F. R. POPE
C. R. WHITTEMORE
(Ex-Officio), D. J. EMERY
H. R. SILLS
Sec.-Treas., A. J. GIRDWOOD,
308 Monaghan Road,
Peterborough, Ont.
QUEBEC
Life Hon.-
Chair. ,
Chairman,
Vice-Chair.,
Executive,
A. R. DÉCARY
RENÉ DUPUIS
E. D. GRAY-DONALD
S. PICARD G. ST -JACQUES
L. GAGNON A. E. PARÉ
G.W.WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec.-Treas., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman, CHAS. MILLER
Vice-Chair., G. B. MOXON
Executive. J. FRISCH W. E. COOPER
F. T. BOUTILIER
(Ex-Officio), R. H. RIMMER J. W. WARD
ALEX. T. CAIRNCROSS
Sec.-Trea:. ALEX. T. CAIRNCROSS,
P.O. Box 33,
Arvida, Que.
SAINT JOHN
Chairman, A.
Vice-Chair., C.
Executive, G.
C.
(Ex-Officio), G.
J.
D.
G.
Sec.-Treas., G.
O. WOLFF
d. McAllister
M. BROWN
C. KIRBY
G. MURDOCH
P. MOONEY
R. SMITH
W. GRIFFIN
L. PHILLIPS,
Saint John Dry Dock &
Shipbldg. Co. Ltd.,
East Saint John, N.B.
ST. MAURICE VALLEY
Chairman, J. H. FREGEAU
Vive-Chair., R. DORION
Executive, G. B. BAXTER
E. BUTLER
A. G. JACQUES
R. D. PACKARD M. EATON
E. T. BUCHANAN J. JOYAL
W. E. A. McLEISH H. G. TIMMIS
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Sec.-Treas., DAVID E. ELLIS,
Shawinigan Water & Power
Company,
P.O. Box 190,
Three Rivers, Que.
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., J. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec. Treas., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE. MARIE
Chairman, N. C. COWIE
Vice-Chair., A. M. WILSON
Executive, C. O. MADDOCK
C. R. MURDOCH
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treas., O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
TORONTO
Chairman, W. H. M. LAUGHLIN
Vice-Chair., S. R. FROST
Executive, F. J. BLAIR R. F. LEGGET
E. G. HEWSON A. H. HULL
C. F. MORRISON E. A. CROSS
(Ex-Officio), H. E. BRANDON W. S. WILSON
T. H. HOGG C. R. YOUNG
N. MacNICOL
J. M. VAN WINCKLE
Sec.-Treas., S. H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, W. N. KELLY
Vice-Chair., T. V. BERRY
Executive, J. P. FRASER H. P. ARCHIBALD
R. E. POTTER I. C. BARLTROP
E. S. JONES H. J. MacLEOD
(Ex-Officio), W. O. SCOTT
C. E. WEBB
Sec.-Treas., P. B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
VICTORIA
Chairman,
Vice-Chair
Executive,
KENNETH REID
A. L. FORD
H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec.-Treas., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec.-Treas.,
J. T. DYMENT
T. H. KIRBY
C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
T E. STOREY,
55 Princess Street,
Winnipeg, Man.
THE ENGINEERING JOURNAL September, 1943
491
STATISTICAL ANALYSIS OF INSPECTION RESULTS
H. H. FAIRFIELD
Metallurgist, Metallic Minerals Division, Bureau of Mines, Mines and Geology Branch, Department of Mines and Resources,
Ottawa, Ont.
SUMMARY — In the inspection of war materials great numbers
of inspection tests are performed. Much useful information can
be obtained by analysing large numbers of tests. This phase of
industrial research has enabled inspection and production
costs to be lowered and quality improvements to be made.
Unfortunately, many inspectors and manufacturers still do
not know that statistical methods are available for the study
of test results. The purpose of this article is to draw attention
to the value of statistical methods.
Many contributions to a more efficient war effort can be made
by applying the knowledge obtained from rational interpre-
tation of large numbers of test results.
The methods described have been used successfully for many
years. Examples of common problems in interpretation of
industrial data are given.
A bibliography is attached.
NOTE — For obvious reasons, the examples given herein are for
demonstration purposes only. The figures of these examples are not to be
considered as from actual production observations.
Introduction
"No empirical knowledge is ever certain. From the cradle
to the grave one must of necessity act on knowledge which is
probable only."
— Lt.-Col. L. E. Simon, in "Engineers'
Manual of Statistical Methods."
The production and inspection of the materials of war
involve thousands of observations. Logical action is
generally based on the interpretation of many observations.
The success of such action depends upon the accuracy of
the observations and the soundness of the interpretation
placed upon them.
There are countless instances where the observer misses
the significance of a group of observations, due either to
faulty interpretation or failure to interpret the results. This
condition is being partly corrected in the United Kingdom
i
2 *^ 1 1 1 1 1 1 1
i
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FROfl-9'i 57 101 /OS H>9 113 /IT 121 /IS H9 1*3 137 /4/ /4S
TO S6 too /o4 /OS i/Z /lt> /eo 114 128 /32 /3A /40 /44 14 e
— &AN6CS OF VIELO POINTS AV Tf/Ot/SA/VOS Of POUNOSrSQ.IHCH.-
Fig. 1 — Frequency distribution showing experience with
yield-point observation.
Fig. 2 — Accuracy of estimate increases with sample size.
!
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and the United States* by the adoption of certain
methods by inspecting officials. The term, "Quality Con-
trol," has been adopted to describe a system of studying
and controlling industrial products by methods of handling
observations.
In these pages an attempt is made to outline in a non-
technical manner some of the ideas used in such a system.
It must be noted that the authenticity of the observations
determines the worth of any decisions based on them. The
results of unreliable sampling can be of little practical
value.
In some fields it is almost impossible to obtain observa-
tions free from bias. Let us suppose that observers of speed
in miles per hour were available for judgment: (a) a by-
stander, (b) a motorcycle policeman, and (c) a motorist
accused of speeding. The bystander might be unbiased but
probably would be very inaccurate. The motorist is usually
biased on the low side. The policeman is the only qualified
observer and, if overzealous, he might be biased on the
high side. Conclusions drawn from large numbers of biased
observations naturally would be of little value.
The collection and study of a great number of observa-
tions will often bring out information that one person could
not discover for himself in his lifetime. Early navigators
of the globe could never know what winds to expect. By
travelling one route through all seasons of the year, a
captain would eventually get to know the prevailing wind
for each season for that route only. It was an invalided
British Navy man who, for a hobby, requested that vessels
sailing to all corners of the globe report wind and weather
conditions. From over six hundred log books he compiled a
map of the trade winds on all the oceans. Thenceforward a
captain could sail a strange course with some knowledge of
the winds which would probably be encountered.
The same principle of using large numbers of observations
is as applicable to industrial conditions to-day as it was to
wind conditions two centuries ago. Those with vision find an
orderly pattern of relationship where others see a confusing
welter of a thousand separate facts. As early as 1924, K. H.
Daeves** stated: "Statistical research is a logical method
for the control of operations for the research engineer, the
plant superintendent, and the production executive."
One Hundred Per Cent Inspection Without
Interpretation may not be Satisfactory
On destructive tests for projectiles, armour, etc., an
estimate of the untested material must be made from the
tests. If this is to be done scientifically, a statistical method
should be used. It is frequently stated that where 100 per cent
inspection is used no statistical method is needed, since 100
per cent assurance is obtained that no defectives occur. But
even 100 per cent Go-NoGo type inspection does not
predict the onset of defective material, as does the Quality
Control system. The opinion of the Ordnance Division of
the U.S. Army*** on this subject is as follows:
"But even where the necessary inspections are not
destructive, "inspection fatigue" steps in to prevent one
hundred per cent inspections from providing one hundred
per cent insurance of conformance to specification require-
ments. If you have before you a hand truck containing
15,000 cartridges, and you are given the job of inspecting
and gauging them visually one hundred per cent, they
tOO «M *M «M
♦"Quality Control of Munitions"— G. D. Edwards, War Depart-
ment, Washington, D.C. Army Ordnance, 1942.
♦♦"The Utilization of Statistics," in Testing, March, 1924.
♦♦♦"Quality Control of Munitions"— G. D. Edwards (loc. cit.).
492
September, 1943 THE ENGINEERING JOURNAL
probably will all look alike to you after you have exam-
ined about 9,000 of them, and you won't know whether
the discoloration which evidences necessary shoulder
anneal, for example, is there on the 9,001st cartridge or
not. This is no insult to your intelligence; it is just a
plain illustration of experience.
"So 100 or 200 or even 500 per cent manual inspections
are not the answer where large quantities of material
are involved, even if the resulting production delays
could be tolerated. Mechanical gauging and photo-
electric-cell gauging are being used in the inspection of
ordnance material wherever possible to circumvent
inspection fatigue, but even the best of these substitutes
have their own margins of error. In other words, it must
be recognized that the element of risk just can't be
eliminated from quality considerations in mass produc-
tion, and the real problem is how to reduce the chances
which must be taken to a minimum without unduly
impeding output. Quality control techniques are built
around limiting such risks to a predetermined degree,
and they are thus admirably adapted to the problem in
hand."
On February 12th, 1943, inspection of materials was
discussed at the annual meeting of the Engineering Institute
of Canada, in Toronto. Mr. H. H. Vroom, Telephone Shop
Superintendent for the Northern Electric Company of
Canada, stated that after many investigations, extending
over at least five years, they had determined that, on 100
per cent inspection, inspectors would pick out about 85
per cent of the defective material. This referred to exper-
ienced inspectors.
The experience of the Northern Electric Company is
borne out by statements made by the inspectors in the
Westinghouse Manufacturing Company and in the Pica-
tinny Arserial, U.S.A.
There is much evidence, therefore, to show that 100
per cent inspection does not give 100 per cent assurance
that defective work is all detected. Statistical analysis of a
number of tests can probably predict the occurrence of
defective work more accurately than can be done by
ordinary "100 per cent" inspection.
1.— The Significance of Observations Differing
in Magnitude
Let us suppose that an ordnance inspector is examining
test results which represent two lots of castings. One test
bar is recorded at 110,000 lb. per sq. in. yield strength and
the other at 126,000 lb. per sq. in. yield strength. What does
this mean ? Should the manufacturer be asked to take
corrective action ? Should the work be rejected ? The
following is a demonstration of how such an occurrence
should be interpreted.
Without a background of experience, interpretation of
observations is impossible. By experience we mean a
collection of facts arranged in orderly manner so that some
pattern of behaviour is evident. The facts may be retained
mentally, or they may be recorded.
The inspector should first acquaint himself with the
normal behaviour of the observation for the source being
studied. The frequency distribution chart is a convenient
graphic method of showing how observations have occurred.
The vertical lines in Fig. 1 show the percentage of sixty
observations on the vield point which fell within the limits
101,000—104,000, 109,000— 11 2,000 and so on. For instance
20 per cent of the specimens showed yield points between
113,000 and 116,000 lb. per sq. in.; yield values have
occurred around a central value of 117,000 to 120,000 lb.
per sq. in. and over a range of 100,000 to 144,000 lb. per
sq. in. If the process remains unchanged, what has happened
before may be expected to happen again, and, as the figure
shows, approximated 67 per cent of all results will probablv
fall within 113,000 to 124,000 lb. per sq. in., while approx-
imately 87 per cent of all results will probably fall within
109,000 to 128,000 lb. per sq. in.
It is only common sense, therefore, to say that proof of
departure from normal operation requires that an observa-
tion well outside the above limits be encountered. In fact
the frequency distribution chart thus provides a back-
ground of experience with which the new observation can
be compared.
Judgment of an observation must be either that there is no
indication of a change in the process or that the process has
changed. If the process has not changed, there is a question
of whether the process itself is acceptable. This can best be
answered by comparing frequency distributions of the
observations taken in different industrial establishments
known to be turning out a satisfactory product.
2. — Conclusions Drawn from a Sample
A sample is a small part or quantity of a product intended
to be used as evidence of the quality of the whole. A
common mistake, made by many inspectors, is the assumption
that the material is exactly like the sample. This fallacy has
been exposed by L. E. Simon.*
Common sense would indicate that the larger the sample
taken the more sure is the estimate of quality. Simon
proves that if a lot of material were actually 10 per cent
defective and samples of ten items were taken at random;
then
35 per cent of the samples would contain no defectives,
39 per cent of the samples would contain one defective,
and
26 per cent of the samples would contain more than one
defective.
Obviously, the material cannot then be exactly like the
sample in 60 per cent of the cases.
The question then arises, how can a sample be inter-
preted, if there is no certainty that the sample is like the
material ?
♦"Engineer's Manual of Statistical Methods," by Lt.-Col. L. E.
Simon, Ordnance Department U.S. Army, Assistant Director, The
Ballistic Research Laboratory. Pub. by John Wiley & Sons, New
York, 1941.
-/ ©
t ■ JTAffOA/eO ocv/ATtorts
Fig. 3 — Normal curves of error of differences.
Fig. 4 — Distribution of ballistic limit on groups of two and in
single values.
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M1
THE ENGINEERING JOURNAL September, 1943
493
The answer is that, from the value obtained fromasample,
the range within which the true value lies may be estimated.
A value obtained from a sample is merely an estimate, the
accuracy of which depends upon the number in the sample.
Figure 2 shows how the accuracy of a sample found to be
10 per cent defective increases with the size of the sample.
The accuracy of averages, percentages and deviations is
also subject to the same effect of number in sample. For
example, statistical organizations questioning individuals
must obtain about one thousand observations at least, in
order to state the attitude of the whole population within
two per cent (assuming perfect sampling method).
Any report of properties of a lot of material should be
qualified by stating the limits of accuracy of the estimate.
The following example is offered in order to illustrate the
calculations involved in assessing a sample :
Example — An estimate of izod impact strength of a steel
from Company A is required. Ten values for successive
heats were reported as follows :
Izqp Impact Strength, in ft. lb.
(Number of observations = 10)
69
61
63
73
54
54
56
58
74
51
613
The average value for the sample is 61.3 ft. lb. Values
recorded in the sample range from a minimum of 61 ft. lb.
to a maximum of 74 ft. lb. What is required is an idea of
where the average izod for the process lies and the limits
within which individual values are expected to fall. This
requires that the standard deviation of the results be
calculated.
The "standard deviation" for a number of observations
is a number which is found by dividing the sum of the
squares of the several deviations by the number of observa-
tions and taking the square root of the quotient.
STANDARD DEVIATION (LONG METHOD)
The term "sigma" and the symbol <r are often used as
abbreviations for standard deviation, which is given by the
expression :
2 (X - X)2 = 612.10
s (x - xy
Average is 61 .3
° = \
/ S(X-
/ n
xy
Observation
Deviation
Deviations2
X
X - X
(x - xy
69
+ 7.7
59.29
61
- 0.3
.09
63
+ 1.7
2.89
73
+ 11.7
136.89
54
- 7.3
53.29
54
- 7.3
53.29
56
- 5.3
28.09
58
- 3.3
10.89
74
+ 12.7
161.29
51
613
-10.3
0
106.09
612.10
X =
An izod observation.
X =
Arithmetical average izod.
=
61.3.
N =
Number of observations.
=
10.
2 =
The sum of all.
N
= 61.21
2 (X - X) = ^61.21
a = 7.8 (approx.)
The average of the sample is 61.3 ft. lb. and the standard
deviation is 7.8 ft. lb.
A shorter method of computing standard deviation is
given later in section 4.
RELIABILITY OF AVERAGE
The sample serves as an estimate of the true average of
the process. The reliability of the sample average depends
upon the standard deviation of the sample and the number
of observations in the sample. It is calculated as follows:
= 2.5 approx.
Standard error I _ £ = 1A = 1A.
of average J j/iV |/l0 3.16
The standard error of the average, therefore, is 2.5 ft. lb.
The reliability of the average, 61.3 ft. lb., may now be
stated as follows, the figures being based on the normal
curve of distribution.*
The odds are 68 out of 100 that true average lies between
61.3 ±2.5
the odds are 95 out of 100 that true average lies between
61.3 ±2 times 2.5 and
the odds are 99 . 7 out of 100 that true average lies between
61.3 ±3 times 2.5
n s: i! :: k s c a a * s s :i s ?■ n
36 40 4Z *4 ■*&
GROUP' A/UMBER
SO QM TO**-
Fig. 5— Control limits for ballistic limit and range of groups.
♦For the normal curve of distribution, see A.S.T.M. Manual on
Presentation of Data, page 23.
494
September, 1943 THE ENGINEERING JOURNAL
The average of the process, therefore, lies somewhere
between 53 and 69 ft. lb.
From the information given in the sample, individual
results may be expected to fall within average ± 3 sigma.
61.3 ±3 times 7.8,
38 to 85 ft. lb.
The accuracy of the standard deviation is expressed in
the following:
Standard error of sigma = sigma divided by the square
root of twice the number in the sample. In this case
this equals
~= 1.74 ft. lb.
y 20
The standard deviations of samples of ten should therefore
fall within:
7 . 8 ± 1 . 74 68 per cent of the time,
7.8 + 2 times 1 . 74 95 per cent of the time, and
7 . 8 ± 3 times 1 . 74 97 . 8 per. cent of the time.
Thus, from a sample of ten observations, general con-
clusions as to the nature of the behaviour of observations
can be made. The accuracy of any statement is qualified by
probabilities that will occur within a definite range. As the
number of observations increases the accuracy of any
estimate becomes greater.
The only calculation required for this type of work is
that of standard deviation. For precise work the standard
deviation of a sample should be corrected for sample size.
This has been omitted here in order to prevent complicating
calculations. For simple methods of handling data it is not
necessary to make this correction. Students of statistical
methods will follow this question in standard texts.
3. — The Significance of Difference Between Samples
Often it is necessary to compare two samples to determine
whether they are from the same lot or from different lots,
or an inspector wishes to determine by sample whether or
not the process has changed. Many mistakes are made in
comparing samples. Unless there is a sufficient background
of experience, or statistical methods are used, faulty con-
clusions may be drawn. The significance of the difference
between samples depends upon the reliability of the values
determined from the samples.
For a full discussion of this problem the reader should
refer to "Applied General Statistics" (by Croxton and
Cowden). The following example is given here to show a
practical problem.
Example:
Let us assume that a comparison of two types of tank
track pins is to be made. One hundred and sixty-eight pins
of type "A" and a like number of type "B" are placed in
the tracks of a tank so that they will be subject to the same
conditions. After a standard proving ground test has been
carried out, it is found that five "A" and ten "B" pins have
broken.
If the significance of the above difference was left to
unaided human judgment, there would be a variety of
opinions. Some would say that there was no difference;
others would say that "A" pins were definitely superior.
Errors in this type of judgment occur so frequently that it
is considered worth while to explain the method of handling
this problem.
Given Data —
"A" pins "B" pins
5 failed. 10 failed.
168 tested. 168 tested.
2 . 975 per cent defective. 5 . 95 per cent defective
. 02975 fraction defective. . 0595 fraction defective.
ABRIDGED QUALITY CONTROL. CHART
FOR BAL L IS TtCS* CHEMICALS * PHYSICALS
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Reliability of Given Data —
Standard error of fraction defective = <jp
Fraction defective = p
Fraction effective = q
Number tested = N
For "A" pins, this becomes <rP = A / -
0298 x .9702
168
<r„ = .013
* See "Handbook of Chemistry and Physics," Chemical Rubber
Pub. Co.
Now the reliability of the results of the test on "A" pins
can be stated as follows :
There are odds of 95 out of 100 * that the true fraction of
"A" pins which are defective lies between
p ± 2(7,
or .0298 ± .026
i.e. between .0036 and .0456
Expressed in terms of pins failing out of 168, the reliability
of the test is such that from 0 to 8 failures may normally be
expected.
Similarly analyzing the data on the "B" pins, the
reliability of this test is such that from 4 to 16 failures may
normally be expected.
It is obvious that no estimate can be made without
qualifying the probable accuracy of the estimate. Now, if
two estimates are so close together that their accuracy
limits overlap, the significance of the difference may be
small. Without statistical method the observer may draw
erroneous conclusions. The following method is generally
used for determining the significance rationally:
Let t be the symbol used to represent significance, while
pA = fraction defective in group 'A' = . 0298 and
pB = fraction defective in group 'B' = .0595 then
Pa — Pb = difference between fractions = — .0297
THE ENGINEERING JOURNAL September, 1943
495
Now a pA — standard error of pA = .013 and
<rPB = standard error of pB = .0183.
The standard error of the difference between the fractions
defective will then be a/
+ a2
rn
|/.013- +
01832
= .2245 and
t =
Pa - Pb
T O'pB
y a
.0297
.02245
= - 1.32
Practically speaking, if t is less than 2.0 the difference in
fractions observed is not significant. Thus in this
example "A" pins have not proved definitely superior to
"B" pins.
Actually t refers to distances on the curve of normal error,
measured in terms of standard deviation. Thus from the
curve of normal distribution it is found that the fraction
of total area under the curve from t = 0 to t = 1.32
is .4066
Significance then equals 2 X . 4066 = . 8132
or approximately 0.8.
This means that the odds are
8 out of 10 that "A" pins are the same as "B" pins, and
2 out of 10 that "A" pins are different from "B" pins.
There is only a slight chance therefore that "A" pins are
different from "B" pins.
WHEN IS ACTION NEEDED ?
Mathematical methods will determine odds that a
venture will be successful. These odds are based on test
data which give only a small part of the general overall
conditions. Therefore, judgment of intangible conditions
should supplement the mathematical odds.
In the previous example, the odds are only 1 out of 5
that the 'A" pins are superior to "B" pins. Let us suppose
that there is reason to believe that the two tests differed
and that "A" pins received a more severe test. Then, of
course, one would be justified in disregarding the odds
calculated from a number of failures.
Thus, in evaluating conditions, statistical methods serve
to analyse the quantitative data. The intangible or quali-
tative data on the subject under consideration may out-
weigh the quantitative data. For example, a heat of steel
may have an analysis which has proved satisfactory for a
IOOC
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-Three observations of ballistic limit and Brinell
Hardness.
certain grade of steel castings. From the chemical analysis
can we predict that the castings will be satisfactory ?
Suppose the foundryman notices that the steel is poured
into a wet mould, then he can predict from this practical
information that the casting will be defective.
There is no substitute for experience of past conditions
and knowledge of current conditions.
Figure 3 shows the normal curve of error of differences.
If "A" and "B" pins are actually the same, then differences
greater than t = 1.32 will normally occur with the fre-
quency shown in the shaded areas in Fig. 3. The area of
the shaded portions is .1868 of the total area under the
curve (from any mathematical handbook of tables). This
means that 19 per cent of the time differences greater than
the observed would occur due to chance.
Differences are usually considered to be definitely
significant when the possibility that they are due to chance
is reduced to odds of 5 out of 100 or less. Any risk value can
be chosen, however.
The ideas involved when interpreting single observations
and samples of observations have been incorporated into
the quality control chart method, which relieves the
engineer of a great amount of calculation. The section
following shows an example of the quality control chart
method as used for interpreting the meaning of production
test results.
4. — Significance of Variation in Observations During
Production
Inspectors of ordnance are greatly concerned with the
fluctuation of observations of ballistic limit, the velocity of
projectiles, detonation time of fuzes, dimensions of metal
parts, strength of metal, etc., etc. The quality control
chart method is being used advantageously to study
variations in many kinds of observations.
STANDARD DEVIATION, OR SIGMA (SHORT METHOD)
Some familiarity with sigma, or standard deviation, is
needed in order to explain the quality control system. In
Section 2 the standard deviation of ten izod observations
was computed. A simpler method is used on the following
example which deals withagroup of elongation observations.
This shorter procedure is to take the average of the
squares of the observations, deduct the square of the
average of the observations, and take the square root of
the difference.
Then using the same symbols as in Section 2, we have
V
'S(X')
N
N
In the example now considered there are ten observations
of the percentage of elongation of test-pieces. The numbers
found were as follows:
X
205
20.5
22.0
20.0
23.0
20.5
21.0
20.0
20.0
X2
420 . 25 From these figures we
420.25 get:—
484.00 Average of squares of
400.00 observations = 431.475
529.00 Average of observations
= 20.75
420 . 25 Square of average
441.00 =430.562
400.00 Difference = 431.475 -
400.00 430.562 = 0.913
2X
207.5 2 (jX-) = 4314.75 Standard deviation =
i/o.913 = 0.956
X = 20.75 r
When the average and standard deviation of a group of
test results are known, the following is true if the process is
under control:
68 per cent of the results will be within average ± 1 sigma,
95 per cent of the results will be within average ± 2 sigma,
99 . 7 per cent of the results will be within average ± 3 sigma.
496
September, 1943 THE ENGINEERING JOURNAL
Even if the process is not under control, the following will
hold (Tchebycheff 's Theorem) :
More than 75 per cent of the results will be within
average ± 2 sigma,
More than 89 per cent of the results will be within
average ± 3 sigma,
More than 94 per cent of the results will be within
average ± 4 sigma.
The accuracy of the above statements, of course, is
dependent upon the number of observations used to cal-
culate sigma.
The reliability of the standard deviation is determined
as follows:
The standard error of sigma is equal to sigma divided by
the square root of twice the number of observations.*
In this case, then, the standard error is .956 divided by
the root of 20, or approximately 0.2.
The reliability of the standard deviation, .9, is expressed
as follows :
Based on the evidence supplied by the sample,
the odds are 68 out of 100 that the true sigma lies
between .9 ± 2,
the odds are 95 out of 100 that the true sigma lies
between .9 ± 2 times .2,
the odds are 99.7 out of 100 that the true sigma lies
between .9 ± 3 times .2.
The effect of a larger sample upon the reliability of a
sample can readily be seen.
GROUPING
The use of sigma assumes that the distribution of obser-
vations is symmetrical about the average, that is, the normal
curve of error prevails. However, this is not always the
case. Hence, often the ± 3 sigma range based on individual
observations may be in error. In order to avoid this type of
error, the group system has been developed.
Figure 4 shows a frequency distribution for ballistic limits
of armour plate. The ballistic limit is the striking velocity of
a projectile which will just penetrate a plate. Above the
ballistic limit penetration is expected; below the limit the
projectile does not penetrate. In the right hand figure,
single values have been classified into intervals of 25, etc.,
and the per cent falling into each class has been plotted.
The observed frequency distribution does not follow the
normal curve of error. In assuming the normal curve,
therefore, we are taking too much for granted. Note that
the normal curve calculated from the data of these results
indicates a higher percentage of low results than is actually
found.
Now, if each successive pair of results is averaged and
these averages plotted in a similar way to the first frequency
distribution, it will be found that this new distribution
follows the normal curve quite closely as shown in the
left hand figure. It has been proved both theoretically and
practically that by grouping and averaging successive
pairs of results the normal curve is approached. The number
in the group determines how closely the averages will
approach the normal curve, that is, the larger the group the
closer to normal the distribution of the averages becomes.
However, in industrial conditions we cannot wait to obtain
a large group. We wish to obtain results at frequent intervals.
Therefore, the practice of using groups of 2 to 10 in size has
been widely adopted. The choice of a group of 2 in this case
is merely to facilitate the interpretation. The technique of
calculating normal control limits is employed in the
following paragraphs, which deal with a set of observations
of ballistic limits shown in Table I.
Table I gives observations arranged in the order of
occurrence and placed in groups of two. For the quality
control chart method the average and the three sigma limits
are calculated. We are indebted to the A.S.T.M. Manual
TABLE I
Quality Control Chart Calculation
This ignores the correction for sigma of population.
P. No.
B.L.
Av'ge.
Range
Group No.
25
26
928
917
922 .
11
12
28
29
942
962
952
20
13
30
32
959
900
929
59
14
33
34
925
1016
970
91
15
35
36
927
1003
965
76'
16
37
39
914
948
931
34
17
40
41
955
940
947
15
18
42
43
940
901
945
89
19
44
45
910
981
945
71
20
46
47
955
940
942
15
21
48
49
861
1025
943
164
22
50
51
899
985
942
86
23
52
53
965
944
954
21
24
54
55
900
947
923
47
25
56
57
910
952
931
42
26
58
59
958
906
932
52
27
60
61
905
903
904
2
28
62
63
914
986
950
72
29
64
65
955
1008
981
53
30
66
67
961
949
955
12
31
68
69
905
955
930
50
32
70
71
1002
983
992
19
33
72
74
949
903
926
46
34
75
76
912
907
909
5
35
77
78
955
951
953
4
36
79
80
903
902
902
1
37
81
82
952
954
953
2
38
THE ENGINEERING JOURNAL September, 1943
497
on Presentation of Data for factors which enable these
limits to be easily calculated using only the
X = Average of averages.
N = Number of groups.
R = Average range.
A 2 = Factor for control limits for averages.
D3 and D4 — Factors for control limits for range.
The practical man will find that the mechanics of the
method can be used without requiring acknowledge of the
underlying theory. The student and research worker will
want to study the origin of these factors.
Sum of averages
X =
R =
Number of groups
1^ = 42
27
Sum of ranges
Number of groups
1159
= Grand average.
= Average range
27
= 43
Control Limits for Average
= X±A2R
= 942 + 1 . 88 x 43
= 942 ± 81
Control Limits for Range
D3R and Djî
0 X 43 and 3.268 X 43
0 and 140
Factors for Control Limits
The Manual on Presentation of Data gives factors
for different size groups as follows: —
Number in
A2
D}
D4
Group
2
1.880
0
3.268
3
1.023
0
2.574
4
0.729
0
2.282
5
0.577
0
2.114
6
0.483
0
2.004
7
0.419
0.076
1.924
51
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Fig. 9 — Histogram presenting same observations.
Note on the charts which have been prepared (shown in
Fig. 5) that the first control limits ran from 0 to 24 produc-
tion plate number. The use of such a small amount of data
is not generally recommended since the error in calculating
three sigma limits is considerable. However, in this case it
serves to give a vague outline of the characteristics of these
ballistic limits. Starting at Group No. 10 a continual upward
trend* was evident, hence revision was considered neces-
sary at Group No. 12. The revised limits were based on No.
12 to No. 20 exclusive. The data most recently received
completed up to Group No. 38. At this point new limits
were calculated including data from Groups Nos. 12 to 38.
This last calculated limit is more accurate than the previous
ones since it is based on a greater number of observations.
We may state, with a fair degree of certainty, that as long as
the process remains under control, averages of successive
groups of two observations will fall within 861 to 1023
'Trends toward change may be detected while the results are still
within the control limits. The seven point rule is the safest from the
mathematical viewpoint. However, the engineer constantly watching
over the process may detect a trend towards change before seven
points have been recorded. The seven point rule may be briefly stated
as follows: If seven successive points fall on the same side of the
average or form a continuous upward or downward path, then it may
be fairly certain that a change is taking place in the process. The users
of this type of control chart have found by practical experience that in
nearly all cases where the control limits are exceeded this extreme
variation is due to a definite assignable cause. Therefore, each time
control limits are exceeded an immediate investigation should be made.
Variations within the control limits are characteristic of the process.
In most eases investigation into the cause of difference between any
two such observations will be impractical. The cause of slight varia-
tions is found more accurately by the correlation or large number
method which is described in Section 2.
498
September, 1943 THE ENGINEERING JOURNAL
ft. per sec. and the difference between two successive
observations will not exceed 140 ft. per sec.
It is encouraging to note that the lower control limit has
increased from 835 to 861 and the control limit for range
has been narrowed. These are indications of an improvement
in quality and a well controlled process.
PRODUCTION RECORD IN QUALITY CONTROL CHART FORM
If a large number of control charts are to be kept, an
abbreviated form can be adopted. In Fig. 6 control charts
are plotted covering fifteen of the requirements for armour
plate. The white dot between the lines indicates "in con-
trol." The black dot either above or below the lines indicates
"out of control."
This type of production quality record focuses attention
on the trouble spots in the process. It also saves management
and inspection a great deal of time in studying test records.
5. — Correlation Between Two Types of Observations
The idea of predicting the occurrence of an event from
observations of phenomena in nature has engaged man's
attention from earliest times. The phases of the moon, the
positions of stars, flights of birds, and countless other
omens were assumed to be definitely correlated with certain
types of events. Palmistry and phrenology assume correla-
tions between physical measurements and personal character-
istics. The persistence of such theories with no foundation
of factual evidence indicates how incapable are many
individuals of rational judgment of observations. Instances
of this irrational type of interpretation frequently occur
even in industries equipped with every known device for
making accurate observations but with no system of
handling those observations for analysis.
The following examples deal in a simple way with the
problem of finding the relationship between two types of
observations on a product, as, for instance, ballistic limit
and Brinell hardness. In this case would a sample of three
sets give sufficient evidence on which to base the relationship
indicated by the three points in Fig. 7 ?
Before attempting to judge data of this kind, a back-
ground of experience should be obtained. The normal
fluctuation of observations should be known.
Figure 8 shows 72 pairs of observations of these two
quantities, and indicates that for any given hardness,
ballistic limit results vary over a considerable range.
Evidently the points selected in Fig. 7 do not represent the
true relationship.
The larger the number of data the more accurately will
the relationship be portrayed.
METHODS OF DETERMINING RELATIONSHIPS BETWEEN TWO
TYPES OF OBSERVATIONS
In Fig. 8 a scatter plot diagram for the 72 pairs of
observations has been made. From this it is apparent that
some relationship exists between the two types of observa-
tions. However, to attempt to draw a line through these
dots would be only a conjecture. A simple method of
analysis is the following: divide the plotted points into
groups by vertical lines; select a ballistic limit value near
the average of all the observations; determine the percent-
age of points above the average ballistic in each group ; and
plot as in Fig. 9.
Such a chart is called a histogram. Before accepting it as
definite information the reliability of the results should be
calculated. This is done as follows:*
The standard error of percentage is given by the expres-
sion,
where ap = standard deviation of the
/P-(IOO-P) percentage.
ap = a / i-^ ■ — - P = percentage.
N
N = No. of results.
Hence it can be seen that the smaller the number in a group
the less accurate is the value obtained.
Example:
In Fig. 8, in the Brinell range 250-279, three out of a
total of 12 observations are above 950 ballistic. That is,
25 per cent are above 950. How reliable is this ? The standard
error of the average of the 12 observations.
ff* =
-v
P (1.00-P)
'25 x .75
.01565 = 0.1251.
iv y i2
Since the standard error of this average is 0.125, the
reliability of the percentage 25 per cent may be expressed as
follows :
The odds are 68 out of 100 that the true value lies
between .251.125;
The odds are 95 out of 100 that the true value lies
between =25 ±2 x .125;
and so on.
£eAtiMM/d.srv'
L
/oo%
90%
*See Applied General Statistics, by Croxton and Cowden.
Z50 'Z&O "3oo 3/o
To To To Tt»
27? 299 ?C»9 ?/^
BmtH£LL HAXOrt£SS
Fig. 10 — Reliability limits for percentages for observations
shown on histogram.
THE ENGINEERING JOURNAL September, 1943
499
23c.
seo
3oo
3/o
To
To
To
To
£71
£99
3os>
3/9
4?o
Fig. 11 — Reliability limits for averages of same observations.
Figure 10 shows the same data as Fig. 9, with reliability
limits indicated. The odds are about seven out of ten that
the experience if repeated would give values which would
fall within the 68 per cent limits.
As the number of observations included increases the
reliability limits become narrower and narrower. This is the
great advantage of large numbers of data.
There is another method of estimating the reliability of
these results, namely by finding the standard error of the
averages. Fig. 11 shows the average ballistic value for each
group of hardness observations. The standard error of an
average is equal to the standard deviation of the observa-
tions divided by the square root of the number of
observations.*
<rj = Standard error of average.
a = Standard deviation of the obser-
vations.
N = No. of results.
ft
Example:
The average ballistic limit of material between 250-279
Brinell hardness is 906. Standard deviation is 43.3.
♦Ignoring certain corrections for sigma of population.
°x = 7=
43.3
•
N
o-x= -^=^ = 12.5
/
12
How reliable is this average ?
c = Standard deviation of all obser-
vations. This is actually un-
known; the standard devia-
tion of the sample serves as a
rough approximation.
o-ï = Standard error of the average.
_ N = No. of results.
The standard error of this average is therefore 12.5.
The method of using averages appears to be more
accurate than the percentage method. Here again larger
numbers of observations would give narrower reliability
limits. In Fig. 12 the hardness of the samples above 940
ballistic has been plotted as in frequency distribution. The
hardness of samples below 940 has also been plotted. Note
that if ballistics above 940 are desirable, then it would
appear that Brinell hardness from 300 to 319 is more
desirable than Brinell hardness from 250 to 299.
There are other methods of determining correlation which
involve a considerable amount of calculation. They may be
obtained from standard statistical tests.
6. — Rational Judgment of Statistical Data
In this matter the practical man familiar with a process
has a great advantage over the most precise theorist. He
may have a wide background of experience in the light of
which he can interpret the importance of a set of obser-
vations. The statistician may be in error through biased
observations, poor sampling, and also the fact that factors
of major significance were not considered.
In judging correlation between two types of observa-
tions one of the following general interpretations may be
made:
1. A cause-and-effect relationship may exist. Usually,
the cause-and-effect relationship should not be inferred
unless there is sound engineering evidence to support this
theory.
2. The apparent relationship may be due to a third
and unknown variable which controls both of the
observed variables. For example, quenching speed con-
trols both tensile and hardness properties of steel.
3. There may be other correlations of much greater
significance and therefore observed correlation is of
only secondary importance.
4. The relationship observed may be only a transient
one, that is, existing for a short period of time. As lots of
raw material vary, the relationship between properties
may vary. Properties of malleable iron vary with different
lots of pig iron.
5. Two values may have no connection with each other
and the relationships observed may be due only to
chance.
6. The relationship is not necessarily a general one. It
may hold only for the source of the data.
It is obvious that interpretation can best be made by
engineers thoroughly familiar with the process and with the
methods and with the properties of the material.
A correlation between Brinell hardness and tensile
strength is normally expected and considered to be a true
cause-and-effect relationship. A correlation between silicon
and tensile strength would generally be considered by the
metallurgist to be either accidental or transient. The
statistician unfamiliar with the process may frequently
select observations for correlation which are of little
significance when compared to other major controlling
variables in the process. However, it is often of interest to
study apparently unrelated observations, for import :mt
discoveries have been made along this line of in-
vestigation.
The best proof of reliability is the fact that the same
500
September, 1943 THE ENGINEERING JOURNAL
relationship occurs during several successive intervals of
time. It has been found that, in the tests referred to, the
relationship between Brinell hardness and ballistic limit
has remained the same over four successive six-months
periods. From this we are able to state that the relationship
is of a permanent nature. We still do not have sufficient
proof to state whether it is a cause-and-eff ect relationship or
whether a third and unknown factor controls both Brinell
and ballistic observations.
Conclusions
A question frequently asked is how can war material be
improved ?
This article has shown one way in which industrial
products can be improved. The steps are:
Make tests and observations during manufacture.
Record performance of the material.
Study the observations and their fluctuation.
Find correlation between types of observations.
Apply information so gained.
Unaided human judgment is frequently biased or in error.
In handling large numbers of observations, some use should
be made of the science of statistics to aid in judging the
relationships between test data and variation of observa-
tions.
This article serves merely to introduce the subject. Those
who intend to utilise statistical methods should refer to
standard texts.
As man-power and materials become scarcer, it is of
greater importance that industrial processes and inspection
of materials become more efficient. When observations are
interpreted rationally and statistical methods are used,
inspection becomes an engineering science.
A great many of the larger manufacturers in Britain and
the United States are using scientific inspection methods.
Reports from users of scientific inspection state that rejects
are decreased and at the same time man-hours of inspection
are reduced by from 25 to 50 per cent of pre-scientific
inspection period. These savings can be a valuable contri-
bution to the war effort.
r^£Ço£A\'cr 0/rr/e/&ttT/&Y& or
^f)fjc^yy^ss /rr\Aé&o\As -a !/£***<;£ sw^
/3é^LO**-tW££t*6£ j&Acc/svs)ç ç&oy/*s
>
w
ofl0Ol'£ WO/BALL/jrr/c l\tMiT /
%B£LC
W 9VO JBACLtST/C UMiT 1 1
90
ï
\
V
20
\
\
X
I
/o
O
* ^*
*
S
•
F/Zoi~! ZSO
To ZS3
Z6O
269
27 O
£79
ZB9
Z90
299
"3 00
3og
3/0
3/9
B#//Y£'i.L HfiKOS1£SS
rvo. of rzesut-ri
Fig. 12 — Frequency distribution of hardness in above average
and ballistic groups.
Bibliography
A.S.T.M. Manual on Presentation of Data — American
Society for Testing Materials.
Quality Control Chart Method — American Standards
Association.
Applied General Statistics, by F. E. Croxton and D. J.
Cowden, Prentice-Hall, Inc., New York, 1940.
Engineer's Manual of Statistical Methods, by Col. L. E.
Simon, United States Ordnance, John Wiley & Sons, New
York, 1941.
Economic Control of Quality of Manufactured Product —
by W. A. Shewhart; D. Van Nostrand Co., New York,
1939.
Quality Control of Munitions — G. D. Edwards, War
Department, Washington, D.C., Army Ordnance, 1942.
THE ENGINEERING JOURNAL September, 1943
501
AN ENGINEERING STUDY OF GLACIAL DRIFT FOR AN
EARTH DAM, NEAR FERGUS, ONTARIO
ROBERT F. LEGGET, m.e.i.c.
Assistant Professor of Civil Engineering, University of Toronto, Toronto, Ont.
Reprinted from Economic Geology, Vol. xxxvii, No. 7, November, 1942, with the kind permission of the publishers
ABSTRACT — The following record of some of the mechanical
properties of glacial drift near Fergus, Ontario, is based on soil
testing carried out during construction of the Shand Dam.
Mechanical testing of samples permitted the conclusion that
the "clay-sized soil particles" behave as granular material.
Minerological examination could be utilized to corroborate this.
The Grand River is one of the major streams of south-
western Ontario. It has a drainage area of about 2,600 square
miles; the cities of Kitchener, Waterloo, Gait, Paris, Brant-
ford and Guelph are the main centres of population in this
important section of Canada (Fig. 1). In recent years, the
flow of the Grand River has caused severe flooding during
spring seasons and has been correspondingly low during later
months of the year, thus constituting a menace alike to
property and to public health.
After a long period of discussion, the Grand River Con-
servation Commission was set up in 1938 to carry out re-
medial works in order to conserve the river flow. Dr. H. G.
Acres was appointed chief engineer, and on the basis of his
studies and report, construction was started in Jul}', 1939,
of the Shand Dam (located three miles north of Fergus) as
the main regulating structure for the river. The dam consists
of a central concrete section, supporting four steel sluice
gates, flanked by earth embankments which constitute the
major part of the structure, containing about 500,000 cu.
AREA GRAND RIVER WATERSHED 3600 SO. MILES
5 O 5 10 IS B0
SCALE OF MILES
LAKE ERIE
Fig. 1 — The Grand River and main tributaries.
1 For engineering details see McQueen, A. W. F., and MeMordie,
R. C.: Soil mechanics at the Shand Dam. Engin. Jour. 23: 161,
Montreal, April, 1940.
yd. of earth. These two embankments vary up to 75 ft. in
height: they were constructed by the rolled-fill method, in
accordance with currently accepted practice. Based on
modern soil mechanics studies, this practice requires a close
control over the quality of earth used for fill, and over its
moisture content, throughout all stages of construction.
Preliminary information about the soils available at the
dam site was therefore necessary, to enable Dr. Acres and
his staff to proceed with their designs and contract docu-
ments for the dam construction. Accordingly, in April, 1939,
Professor C. R. Young, head of the Department of Civil
Engineering of the University of Toronto, was commissioned
to undertake the necessary field and laboratory soil testing
preliminary to the start of regular soil testing during con-
struction. Professor W. L. Sagar and the writer assisted
Professor Young and carried out the necessary laboratory
work ; the digging of test pits at the site was carried out by a
local contractor.
All the unconsolidated material in the vicinity of the dam
site is of glacial origin. For the soil investigations 70 test
pits were dug, and sampled down to maximum depths of
about twenty feet, the pits being carefully located, generally
within a radius of one mile from the centre of the dam.
The resulting test results therefore constitute a reasonably
intensive local study of glacial drift. There appears to have
been very little published about the mechanical properties
of the drift and so this paper has been prepared in order to
make this information generally available. Results of the
tests provided the basis on which the selection of material
for use in the dam was made, and upon which designs were
prepared, but with these aspects of the work this paper is
not concerned.1 Results of mechanical tests on samples of
the drift are included, however, since they suggest certain
conclusions about the nature of the finer soil particles in
the drift.
Geology of the Dam Site
The following notes by Dr. J. F. Caley of the Geological
Survey of Canada are presented as describing the general
geology of the area in which the Shand Dam is located.
The following remarks refer to an area of about 150 sq.
mi. which includes the site of the Shand Dam: it is trav-
ersed diagonally in a southwest-northeast direction by
the Grand River and by its major tributary, Irvine Creek.
The entire area is underlain by Palaeozoic sedimentary
rocks of which two formations are represented; these are
the Guelph dolomite and the overlying Salina calcareous
muds and dolomites. The rocks have suffered no major
deformation and their present attitude is a fairly uniform
dip averaging between 20 and 30 ft. per mile in a general
southwesterly direction.
With the exception of a narrow strip at the southwest
corner of the area which is underlain by Salina strata the
Guelph dolomite constitutes the uppermost bedrock
throughout the entire region. The contact between the
two formations forms a northwest-southeast trending line
which crosses the Grand River about one mile northeast
of Pilkington. Guelph rocks are exposed in the bed and
banks of Grand River about one mile above the village
of Bel wood, and almost continuously from Shand Dam
to about two miles below Elora, Small isolated outcrops
also occur at Invernaugh and at several localities on Swan
and Cox Creeks. At Elora, where Irvine Creek joins
Grand River, both streams have cut a gorge exposing
nearly 90 ft. of the formation. In addition, exposures have
been made by quarrying at both Fergus and Elora.
502
September, 1943 THE ENGINEERING JOURNAL
The Guelph rocks are light gray, buff, and brownish
coloured, finely crystalline to dense and granular textured
gray weathering dolomites with a small bituminous con-
tent commonly in the lower few feet of the formation.
The bedding varies from a few inches to upward of 3 ft.
in thickness with commonly even bedding planes which
may be quite smooth or rough and irregular. Some ex-
posures show thin dark gray and greenish calcaro-argil-
laceous partings along irregular bedding surfaces. The
chemical composition is remarkably uniform throughout
most of the formation. Some exposures show irregular
vertical jointing but this is not a conspicuous feature
wherever these rocks have been seen. Small solution cavi-
ties, many lined with minute dolomite or pyrite crystals
are common and in many places circulating waters have
dissolved out the material filling whorls of gastropods and
other fossils.
The rocks of the Salina formation underlie but a narrow
strip at the southwest part of the area. Only the lower
few feet of the Salina are present and since nowhere in
the area are these rocks exposed, their presence is known
only from test borings. As seen at the outcrop elsewhere
in Southwestern Ontario and in samples taken from bor-
ings for natural gas, the Salina consists of dark gray and
greenish thinly bedded and hackley weathering limy
shales or argillocalcareous mud rocks with interbeds and
alternating zones of brownish and gray, slaty, dense,
dolomite. In the Niagara peninsula, small quantities of
gypsum occur throughout the formation while farther
west considerable thicknesses of Salt are present.
The entire region has been glaciated and is covered
with a mantle of unconsolidated material which attains
a maximum thickness of about 175 ft. As seen along the
stream valleys and road cuts this overburden consists of
sand, silt, gravel and boulder clay with sand and gravel
probably constituting the major portion of the total. In
the immediate vicinity of Shand Dam the bedrock on the
left side of the river is immediately overlain by at least
40 ft. of clay and boulder clay although irregular gravel
and sandy lenses seem also to be present. On the right
side a similar general condition prevails but with more
gravel and boulders with some sand over-
lying the bedrock and succeeded by clay.
It should be remembered that the general
retreat of a glacier is in detail composed
of a number of minor oscillations or
advances and retreats and that such a
movement may result in extreme hetero-
geneity of the unconsolidated deposits.
This feature of glacial deposits was clearly
indicated by the records obtained from the
test pits dug at the Shand Dam site.
Methods of Obtaining Samples
Figure 2 shows the area' in which the dam
is located and the positions of the test pits
dug in connection with the soil testing
herein described. Pits were in general about
5 ft. by 5 ft. in cross-section, and were
sunk wherever possible to depths of between
15 and 20 ft. All excavation was by hand,
the use of picks being necessary in prac-
tically all pits except those in sand. Little
timbering was required, due to the unusually
compact nature of the material. One pit
required the use of a steel casing, and the
presence of water caused delays in a number
of other cases ; as the work was carried out
just as the snow was disappearing, this was
to be expected. Excavation amounted to
712 cu. yd. requiring 1,982 man-hours of
2 See, for example, Tentative method of mechan-
ical analysis of soils. Proc. Am. Soc. Testing
Materials 3.5: Pt. 1, p. 953, 1935.
work for its execution. All pits were backfilled after inspec-
tion and sampling.
Samples, each weighing about 30 lb., were taken at in-
tervals of about 5 ft. from all uniform material. Additional
samples were taken at all noticeable changes in the soil
profile of each pit. All samples were shipped to the Soil
Mechanics Laboratory of the University of Toronto where
the soil testing was carried out. In addition to these dis-
turbed samples, relatively "undisturbed" samples were also
obtained and snipped to Toronto. These were obtained by
smoothing off the bottom of a test pit and placing thereon
an inverted cylindrical steel can (10 in. in diameter and
12 in. high). With a trowel, the soil around the circumfer-
ence of the can was gradually removed, the can being
steadily pushed down and encasing the cylinder of soil thus
shaped. Cutting away of the soil continued after the can
was full, to such a depth that the cylinder of soil could be
cut off well below the lower edge of the can. After the can
had been inverted, the soil was trimmed off flush with the
edge of the can, the lid secured and bound up with special
waterproof sealing tape. All these undisturbed samples
arrived safely at the Laboratory. Careful checks showed the
moisture contents of the samples when opened up several
weeks (and sometimes months) later to agree very closely
with corresponding moisture contents for samples tested in
the field office immediately on removal from the pits. These
"undisturbed" samples were used principally for investi-
gating the shearing strength of the material which was to
be left in place under the dam as part of foundation strata.
Mechanical Analysis of Samples
On arrival at the testing laboratory, samples were air
dried and thereafter broken up for sieving. This was carried
out in the usual way through 3, 13^, %, ZA m- sieves in the
first instance, and thereafter through Tyler No. 3, 4 and 8
sieves. In order to save time, analysis by hydrometer fol-
lowed. Fifty grams of that part of each sample which passed
through the No. 8 sieve were taken and soaked in distilled
water. This material was then used for the now standard
method of hydrometer analysis.2 Hydrometer readings
were taken at intervals up to two hours from the time at
Fig. 2 — Plan of the Shand Dam site, showing location of
exploratory test pits.
THE ENGINEERING JOURNAL September, 1943
503
M f
Fig. 3 — Photograph of stratified sand and gravel,
which shaking of the mixture was stopped, and in this way
grain sizes down to the equivalent of a diameter of about
0.005 mm, from an equivalent diameter of about 0.060 mm,
were determined. The material was then carefully washed
out onto a No. 200 sieve; that part which was retained was
dried .and analyzed by being sieved through No. 14, 28, 48
and 100 sieves. The results of this analysis were then plotted
on a standard form of semi-logarithmic paper, one form
being used for each test pit.
Of the 70 pits studied, 18 revealed sand and gravel as
the predominant materials in the soil profile. Of these 18,
9 were adjacent to the dam site, and were clearly in alluvial
material. The remaining 9 were located in higher ground,
and from the stratified appearance of the sand and gravel
in them, it is reasonably certain that they disclosed water-
sorted glacial material. One of these pits (R) disclosed such
excellent sand that the area around it was later stripped of
overburden, and developed as the source of supply of fine
sand used to improve the pit-run gravel concrete aggregate.
An accompanying photograph (Fig. 3) shows the stratifi-
cation. Some of the gravel thus revealed was used in the
pervious section of the dam structure.
From all the test pits, 225 individual samples were ob-
tained. Towards the end of the soil testing work, after it
had been found that, in general, individual samples from
the same test pit gave very similar analyses, it was decided
to combine the several samples obtained from each pit and
3 Crosby, W. O. : Composition of the till or boulder-clay. Proc.
Boston Soc. Nat. Hist. 25: 115-140, 1892.
4 Krumbein, W. C: Textural and lithological variations in glacial
till. Jour. Geol. XLI: 382-408, 1933.
5 See, for example, Lee, C. H.: Selection of materials for rolled-fill
earth dams. Proc. Am. Soc. Civil Engin. 103: 1-61, 1938 (and accom-
panying discussion).
504
to prepare from the resulting mixture a "composite pit
sample." Due account was taken of all noticeable variations
in the soil profiles by weighing the respective amounts of
the individual samples, when necessary. The object of this
operation was to save time, in view of the pending start of
construction, and this it did by reducing the number of
samples to be analyzed to 139.
Of these 139 samples, 41 consisted of sand and/or gravel
from the 18pitsalready mentioned. The remaining 98 samples
were all of material that was classed in the field as either
"sandy clay" or "silty clay," being typical of the hard soil
mixture that is generally known as "boulder clay." The
uniformity of this material is shown by Fig. 4 for the analysis
curves given by 79 of the 98 samples (44 individual samples
and 35 composite pit samples) come within the limits shown
on the chart. The chart shows, in addition to the two limit-
ing curves, a number of typical analysis records.
There has been included also a graphical record of the
average mechanical analysis of till or boulder clay from the
Boston, Mass., district given by Prof. W. O. Crosby in one
of the first, if not the first paper in English upon the com-
position of glacial drift.3 It is interesting to note the close
agreement of the two sets of analyses.
The uniform shape of the analysis record curves is also
worthy of note. All those shown are slightly concave down-
wards. Of the analysis curves not shown (132 in number)
only 17 did not conform generally to this shape. These ex-
ceptions were all from the pits that were excavated in sand
and gravel ; they displayed the usual steeply graded analysis
curve in the sand range of particle sizes. This downward
concavity is a marked feature of practically all other analysis
record curves for glacial drift which the writer has examined ;
typical are the diagrams reproduced in Professor W. C.
Krumbein's study of glacial till from the southern end of
Lake Michigan.4 It has been suggested that the shape of
the curves shown in Fig. 4 is typical for residual soils and
that if the concavity is reversed, a better graded soil mix-
ture is denoted, typical of water-sorted soil mixtures.5 The
coincidence of analysis curves for glacial materials with the
type curve for residual soils is a fact of some interest.
Physical Characteristics
specific gravity of soil solids. Concurrently with the
prosecution of mechanical analyses, typical soil samples were
selected and the specific gravity of the soil particles was
determined by means of a Le Chatelier flask, using a 50-gram
sample. Air was exhausted from the soil and distilled water,
the vacuum obtained approximating to 29 in. of mercury.
Values so determined for the specific gravity varied only
between 2.77 and 2.78. So uniform were the results obtained
that after eleven typical samples had been treated in this
way, from pits well distributed over the area being studied,
testing of this soil property was discontinued.
O. 5. BUfttAU Of SOILS CLAftSlPICKTIOH
M
CLAY SILT SAND GB*VtL
TYLEQ STANBABiD ft|(V| GlU« 20O KM 49 14 US • >* U IVi »
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Fig. I — Mechanical analysis record curves.
September, 1943 THE ENGINEERING JOURNAL
COMPACTION" AND OPTIMUM MOISTURE TESTS. The WOïk
of Kelso in Australia,6 and Proctor in the United States,7
has demonstrated the importance, in earth dam construc-
tion, of the degree of compaction to which the soil is sub-
jected and the moisture content of the soil when it is com-
pacted. It is found that, when compacted under identical
conditions, a soil mixture will steadily increase in weight
as the moisture content increases until a certain maximum,
or optimum, point is reached. If the moisture content is
increased still further, the weight of the soil will decrease.
The change in weight is explained by the action of the added
water which first fills the voids between solid soil particles,
displacing air as it does so, during which process the weight
of the soil will obviously increase. Once all the voids are
filled with water, the addition of more water serves to
separate the soil particles, the additional water acting as a
lubricant, and the weight decreases. A little consideration
will show that in an earth dam, part of which will be satur-
ated with water, it is desirable that the earth, when tamped
in position in the dam, shall have a moisture content as
close as possible to this optimum value so that, as water
percolates through the dam, the volume of the saturated
soil shall not change.
For the determination of this optimum moisture content
in the laboratory, a technique has been developed by R. R.
Proctor.7 Sixteen typical composite pit samples from the
Shand Dam site were selected and subjected to this testing
procedure. Analysis record curves for the sixteen samples
are given in Fig. 5, and it will be seen that they include two
that do not conform closely to the general type, those for
samples O and U. These soils were all tested by the Proctor
method, which consists essentially in compacting a portion
of the soil mixed up with a known percentage of water in a
cylinder of known volume by means of which the unit
weight of the compacted soil can be determined ; compaction
is standardized by the use of a ram of known size and weight
(53/2 lb.) dropped 25 times on to the sample placed in three
successive layers, from a height of 18 in.
The resulting compaction curves are shown in Fig. 6. The
varying shape of these curves may be explained by the un-
even distribution of observed results, but it will be seen
that they all show clearly a maximum value for the soil
moisture content. In addition, the right hand sections of all
the curves come relatively close to, and are roughly parallel
to the line marked "Zero Void Line." This line shows the
theoretical weight of a material having a specific gravity of
2.75 having no intergranular voids other than those repre-
sented by the appropriate percentage of water present. The
gap between the record curves obtained for the Shand sam-
U. S BUBEAU OF MILS CLASSIC tCKTIOH
CUMN silt
uiMtnti
Fig. 5 — Analysis record curves for sixteen'special
test samples.
150
ZERO MIL VOIDS
MO
FOR SP
>R0F 2
15
ZERO AIR
N_
VOIDS FO
00
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of
0
SPUR OF,
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MOISTURE CONTENT -
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6 Kelso, A. E.: The construction of the Silvan dam, Melbourne
water-supply. Min. Proc. Inst. Civil Engin. 239: 403-446, London,
1936
7 Proctor, R. R.: Fundamental principles of soil compaction. Engin.
News Rec. Ill: 245, 286, 348, 372, 1933.
Fig. 6 — Compaction curves for sixteen special samples.
pies and this line is accounted for by the fact that under
the conditions of the Proctor test, which represent field con-
ditions on a small scale, it is impossible to remove all the
air from the voids in the soil, the gap thus representing
percentage of air still retained in the soil at the conclusion
of the test.
percolation of water through soils. Another import-
ant soil property, in relation to the design of an earth dam,
is the rate at which water will percolate through the soil
of which the dam is to be made. This characteristic of the
Shand soil samples was determined by testing specimens
3 in. thick, contained in an 8-in. diameter cylinder, and
compressed between porous plates each 1 in. thick by a
load equivalent to about 20 ft. of soil. The test conditions
were therefore equivalent to an average position of the soil
in the dam structure. The test load was maintained by
means of a heavy spring device, which enabled the test
cylinder to be moved about in the laboratory. By means of
sensitive micrometers the amount by which the soil samples
were compressed by the test load was determined in each
case.
In order to maintain uniform conditions of test, all soil
samples were tamped in place, by a uniform number of
equal blows from a standard rammer, after having been
mixed up with the respective optimum moisture content.
After compression of a sample had stopped, the test cylinder
was connected to a column of water by a suitable connection
which led the water to the bottom of the soil sample, through
which it percolated upwards, thus driving out entrapped air.
When steady flow had been attained, readings were taken
at the top of the water column to determine the rate of
flow. This rate was surprisingly low; most of the samples
required a head of water of 40 ft. before water would even
pass through them within a reasonable period. Table I gives
a summary of the results, and from this may be seen the
uniformly low percolation rate. To facilitate interpretation
of the rates given, it may be noted that the lower rates of
flow correspond to a few cubic inches of water passing
through the 3-in. sample, under a head of 40 ft. in 24 hrs.
THE ENGINEERING JOURNAL September, 1943
505
TABLE I
Percolation Coefficients and Consolidation of Soil Samples
in Percolation Test Cylinders
Total Consolidation
Consolidating
Percolation Rate
Sample
of 3-inch Sample
Load
(cu. ft/sq. ft/year
(inches)
(lbs sq. inch)
at unit gradient)
A
0.0951
20
0.074
C
0.0959
Do.
0.0319
D
0.0779
Do.
0.0156
J
0.1068
Do.
0.1060
O
0.0468
Do.
0.234
T
0.0897
Do.
0.052
U
0.0839
Do.
0.024
AB
0.0843
Do.
0.0196
AC
Not obtained
AD
0.0740
Do.
0.0124
AT
0.1093
Do.
0.018
AU
0.0857
Do.
0.091
CH
0 . 0909
Do.
0.0161
FA
0.0953
Do.
0.0089
FC
0.0574
Do.
0.224
FP
Not obtained
Naturally, these results were very satisfactory when con-
sidered in relation to the design of the Shand Dam.
soil shear tests. The concluding series of tests, carried
out on 16 selected samples, consisted of determinations of
the shearing strength of the soil. If thought is given to the
structural action of the material of which an earth dam is
made, it is clear that tensile stresses will not be of any sig-
nificance since the material of which the dam is built pos-
sesses negligible tensile strength. Compressive stresses will
not be of a high order. Shear stresses, however, may be
relatively high and consequently govern the design. The
purpose of the laboratory tests was to determine the shear-
ing strength of the soil samples, with varying moisture con-
tents, so that the design calculations for the cross-section
of the dam might be based on actual rather than on assumed
soil shear strengths.
The tests were carried out in a shear testing machine, con-
structed at the University of Toronto. The shear box, in
which the sample is placed, consists of two similar rectangu-
lar brass frames, enclosing an area of 240 sq. cm, and each
SAMPLE NÏ PIT
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SHEARING. DEFORMATION (INCHES)
Fig. 7 — Results of a typical shear test.
about 4 cm high. When one is placed vertically over the
other, they form the box into which the sample is placed.
Serrated brass plates, fitting snugly into the box, grip the
top and bottom of the soil sample, and a heavy brass plate
of the same size forms a movable top. A constant vertical
load can be applied to this top plate, through a spherical
seat, and so any desired normal load can be applied to the
soil sample. After this load is applied, the top section of the
shear box can be separated slightly from the bottom section,
by means of lifting screws, and secured in this position, the
only connection between top and bottom sections being then
provided by the soil sample which has been so placed in
the box that this division of the box occurs along its longi-
tudinal centre plane. By means of a jacking device, the bot-
tom of the box is then slowly pulled away from the top of
the box, in a horizontal direction, and the resulting shear
resistance developed by the soil is measured by a suitable
load-measuring device. Movements of the box during test
are measured by means of sensitive micrometer dials.
Figure 7 presents the results of a typical test in graphical
form. It will be seen that as the horizontal deformation
increases, the shear resistance also increases but at a gradu-
ally decreasing rate, finally becoming constant. The relation
between these maximum values of shear resistance and the
corresponding normal loads on the samples is shown in Fig. 8.
From this it will be seen that a straight-line relationship
exists. The angle of inclination of the line with the horizontal
is known as the angle of internal friction, and the intercept
with the vertical axis gives the value of the apparent
"cohesion" of the soil particles. These two factors deter-
mine the shear strength as required for design purposes.
Figure 8 is typical of the results obtained for all 16 samples.
Since the soil was to be placed in the dam mixed with
its optimum moisture content, tests were first conducted
on samples of soil mixed up with the requisite amounts of
water, and tamped into place in the shear box to approxi-
mately the same degree of compaction used for the Proctor
compaction tests. In order to investigate the effect of varia-
tions in the quantity of water present upon the test results,
an extensive series of tests was conducted upon sample AB,
under the conditions already described (1) and also as
follows :
(2) Soil at optimum moisture content plus one per cent,
compacted in the shear box, and left under full normal
load for a period of 12 hrs. or more before being tested;
(3) Soil mixed up with water in the shear box to the con-
sistency of fluid mud, left under the full normal load
for 12 hrs or more, and then tested.
The second condition was investigated to take into ac-
count probable variations in the soil moisture contents
obtained under field conditions. The third condition was
analogous to the state in which the soil might be held to be
when the dam is in use, and water has permeated through
the lower part of the "impervious" part of its cross section.
It was possible to carry out the test under the conditions
described by having the shear box surrounded by a water
bath, the water in which completely covered the sample,
to which it had access through holes in the bottom of the
shear box and through the porous plates which were sub-
stituted for the serrated plates used in the "dry" tests.
Submerged tests were conducted on many samples other
than AB, and in every case the soil sample removed from
the box after the test was in the form of a solid state of
compact soil even though at the start of the test the mixture
was so fluid that it could have been "poured" into place
from a container.
It was found that, within the limits of experimental error
and allowing for the possible variations in the individual
samples used, there was no appreciable difference between
the results obtained under the three sets of conditions. This
agreement was naturally welcome in relation to design work.
It enabled all further shear tests to be carried out on
samples in the first condition only.
506
September, 1943 THE ENGINEERING JOURNAL
SAMPLE N8 - PIT CD (COMPOSITE)
DEPTH m r.O-l*'.3
AREA OF SAMPLE- 37.2 SQ. IN.
MAXIMUM SIZE OF MATERIAL - '/4 IN.
CONDITIONS OF TEST - HAND PACKED INTO SHEAR BOX
AT OPTIMUM MOISTURE ♦ 1% AND
TESTED IMMEDIATELY.
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TOTAL NORMAL LOAD (POUNDS)
Fig. 8 — Typical relation between normal and
shear loads.
Review of Mechanical Test Results
The foregoing account describes briefly the testing pro-
cedure that was followed in connection with the soil investi-
gations for the Shand Dam. In view of the urgency with
which results were required, it was not possible to review
carefully the results obtained until some time after the con-
clusion of the regular testing programme. Three aspects of the
results seemed to call for attention and are discussed below.
uniformity of mechanical analyses. When comparing
the mechanical analysis record curves, the general uniform-
ity of the shape of all the curves obtained for soils other
than those which were clearly predominantly sandy at-
tracted attention. This feature is demonstrated, to some
extent, by the group of typical curves shown in Fig. 4.
Consideration was therefore given to other ways of plotting
these analysis results in the hope that this uniformity might
be better displayed, and so be more useful.
The most satisfactory arrangement was found to be given
by plotting the proportions of the sand, gravel and clay
sized particles on a tri-linear chart. Fig. 9 shows the appear-
ance of the completed chart. The percentages shown have
been calculated by considering all material in each sample
below one millimeter in effective diameter as 100 per cent,
and then subdividing this into sand (0.050 mm to 1.00 mm),
silt (0.005 mm to 0.050 mm) and clay (below 0.005 mm)
sized particles.
The chart shows clearly a definite "grouping" of points,
apart from those denoting the sandy soils that were ana-
lyzed. Fifty-three per cent of the points representing clayey
samples are located within the inner triangular limit marked
on the chart, and 87 per cent within the outer limit indicated.
Since variation in the quantity of particles larger than 1.00
mm in effective diameter, the gravel content of the glacial
clay, does not affect the mechanical properties of the soil
mixture (provided, of course, that the total quantity of
gravel remains the minor constituent) it would appear that
the use of this tri-linear "guide-chart" may prove to be a
useful aid in the interpretation of the results of the mechani-
cal analysis of glacial clays considered for use in engineering
work. Mechanical analysis can never be more than a gen-
eral guide in the selection of soils for engineering purposes,
and so the saving of time which can be effected by the use
of such a chart as Fig. 9, as compared with plotting the
full semi-logarithmic analysis record curve, would seem to
be of some importance.
ATTEMPTED CORRELATION OF TEST RESULTS. During the
conduct of the tests it was noticed that one or two samples
(O and FC, for example) usually occupied a position in
the summarized test results adjacent to one end of the list
adopted. The attempt was therefore made to see if any
general correlation existed between the various sets of test
results for the complete series of samples. Figure 10 is a
typical result of this enquiry. From an examination of this
chart it can be said that, in general, no such correlation
appears to exist.
nature of clay-sized soil particles. The fact that the
soils being tested were known to be of glacial origin naturally
suggested that the finest soil particles would be rock flour.
It is interesting to note how the results of the mechanical
tests would have led to this conclusion, irrespective of this
prior knowledge.
The high specific gravity of the soil solids presented the
first unusual feature. An average figure used as the specific
gravity of soil particles is 2.65. This corresponds to the
known specific gravities of the commoner type of clay-
minerals (e.g. kaolinite 2.60). In view of the great accuracy
required in carrying out specific gravity determinations, it
might be thought that the value of 2.77 was unduly high
because of experimental error. Reference to Fig. 6 shows
that this uncertainty is unwarranted. It has already been
pointed out that all the compaction curves approach closely
the Zero Air Voids line, for a specific gravity of 2.75. As a
matter of convenience, the Zero Air Voids line for a specific
gravity of 2.65 has been added to the diagram, as a broken
line. It will be seen to intersect all the compaction curves.
This is an obvious physical impossibility, and so the specific
gravity of approximately 2.77 is confirmed. This value sug-
gests, if it does not prove the presence of some fresh minerals
in the finest soil particles.
Final proof of this is afforded by the comparative shear
tests made on sample AB and, indeed, by the shear test
results generally. Fine grained clay soils develop their shear-
ing strength primarily from their cohesive character, cohe-
sion being an intramolecular attraction as yet imperfectly
understood but known to be related to particle shape and
size. It may be considered as a combination of "true
cohesion" and "apparent cohesion," the latter being depend-
ent upon capillary attraction developed by the small quan-
tities of water that fill the voids between soil particles.
Apparent cohesion is demonstrated by the fact that damp
Fig. 9 — Tri-linear chart showing mechanical analysis
results.
THE ENGINEERING JOURNAL September, 1943
507
sand can bo moulded, to a limited extent, whereas the same
sand when dried will not bind together at all. The other
variable in the Coulomb expression for shear strength, the
angle of internal friction, is known to be in the vicinity of
30 deg. for granular materials such as sands and silts; its
value for fine grained soils such as clays is not known with
the same degree of certainty, but is generally understood to
be lower, relatively, than for granular materials.
All the test results for the shearing strength of the Shand
soil samples showed an angle of internal friction of 30 deg.
or more, and a low value for cohesion or more correctly
apparent cohesion. Furthermore, the comparative tests on
sample AB, as well as the other comparative tests on satur-
ated soil and the same soil at optimum moisture content,
gave practically identical shear strength irrespective of the
initial moisture content of the soil. These results correspond
with the behaviour to be expected from granular soils ; they
do not correspond with the results to be expected from soils
containing an appreciable percentage of clay, as the "clay-
sized particles" revealed by hydrometer analysis.
Considered together, these suggestions lead to the con-
clusion that these "clay-sized particles" correspond with
the material properly known as clay in size only but are
of such a nature that they behave as granular material.
This they would do if they were finely ground fresh minerals,
generally described as "rock flour" and produced by the
mechanical action of glacial flow. Mineralogical examination
might be utilized to corroborate this conclusion; it is hoped
that this possibility can be studied at some future time.
Conclusion
This paper is essentially a record of some of the mechanical
properties of glacial drift from a location near Fergus,
C0N5OLIDATIOH
P^MÇASr.lTY
Fig. 10 — Attempted correlation of physical tests.
Ontario, which were determined during the course of an
extensive programme of soil testing carried out in connec-
tion with the construction of the Shand Dam of the Grand
River Conservation Commission. It may therefore be de-
scribed as a by-product of the Commission's work, and
appreciation of the action of the Commission in allowing
tins paper to be published is here recorded.
The work was carried out to the instructions of H. G.
Acres and Co. Ltd., consulting engineers to the Commission,
and thanks are due to Dr. H. G. Acres and Mr. A. W. F.
McQueen, hydraulic engineer, for their agreement with
publication of these soil test results and their interest in
the aspects of the soil testing herein described.
508
September, 1913 THE ENGINEERING JOURNAL
VIBRATION ABSORPTION WITH STRUCTURAL RUBBER
J. W. DEVORSS
Mechanical Goods Division, United States Rubber Company, New York
Paper presented before the Montreal Branch of The Engineering Institute of Canada, January 28th, 1943
The subject of this paper is the application of structural
rubber, that is, load supporting rubber used as a mechanical
building material, to the insulation of objectionable mechan-
ical vibration. This is a very specialized field of rubber
technology and represents only a small section of the rubber
industry. Of the several thousand rubber compounds used
by the United States Rubber Company, only five or six
are considered as standard for use as structural materials;
data on the structural qualities of these are quite complete.
The principal uses of structural rubber are to reduce the
transmission of (1) vibration, (2) impact shock, and (3)
noise. Of these, its use to reduce the transmission of vibra-
tion is the most important.
In order to apply rubber to vibration insulation, the
mechanical fundamentals must be known. Vibration trans-
ferred from a mechanism can be reduced by (1) supporting
the entire mechanism on resilient mountings of the proper
flexibility and proper design, (2) by securing the mechanism
to a heavy foundation, or (3) by the use of counter-vibrators.
The resilient suspension of a machine is generally the most
practical and economical method and, therefore, is the most
extensively used.
The mechanical fundamentals of vibration absorption are
readily demonstrated with a chain of rubber bands and a
weight. Consider the weight suspended from one end of the
chain of rubber bands; the other end held in the hand. Now,
if the hand is moved rapidly up and down, it will be noticed
that the weight stands practically still. In other words, the
vibration is not transmitted through the rubber bands. Now,
if the chain is shortened and the experiment repeated, the
weight moves with a larger amplitude than before. It can
also be shown that if the hand is moved more slowly, more
vibration will be transferred to the weight.
A resiliency suspended mechanism acts just like the
weight suspended from the rubber bands. The rubber bands
are a type of spring.
When a weight is suspended on a spring, the spring elong-
ates. This is called the static deflection and is generally
measured in inches. The spring rate (sometimes called spring
coefficient) of a spring is defined as the number of pounds
required to deflect the spring one inch statically; a spring-
rate of ten pounds means that a ten-pound load placed on
the spring will deflect it statically one inch.
If the weight on a spring is pulled downward and suddenly
released, it will oscillate up and down. The number of oscil-
lations per minute is called the natural frequency of the
spring system. The natural frequency is a function of the
static deflection, which in turn is determined by the stiffness
of the spring and the weight of the sprung load. With given
conditions, therefore, the natural frequency is fixed and
cannot be changed. An example of this fact is the well-known
tuning fork.
Figure 1 shows that where the static deflection is small
the natural frequency is high. Where the static deflection
is large, the natural frequency is low. The natural frequency
of a mounting suspension can be found from this chart if
the static deflection of the mountings is known.
Ordinarily a mechanism is forced (by electricity or other
power) to operate, and if it vibrates, its vibration is known
as forced vibration. Some small part of the mechanism
may be forced to move rapidly up and down. This recipro-
cating action usually forces the entire mechanism to A'ibrate
in a smaller amplitude but at the same frequency, and in
the same direction as the reciprocating small part. Usually
the frequency of this reciprocating movement is known or
can be easily determined. If one cycle of movement takes
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Fig. 1 — Relationship between static deflection and natural
frequency of spring system
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Fig. 2 — Chart showing the efficiency of rubber mountings
for vibration insulation
THE ENGINEERING JOURNAL September, 1943
509
HORIZONTAL
AVG AMPLITUDE
0 0126"
VERTICAL
AVG AMPLITUDE
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-I SECOND -
HORIZONTAL
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0 0012"
• VERTICAL
AVG AMPLITUDE
00005"
-I SECOND -
Fig. 3 — Photographie record of actual results accomplished
in vibration insulation using rubber mountings.
place for every revolution of a shaft, then the frequency
per minute is the same as the r.p.m. of the shaft. Note that
if there are tivo equally-spaced reciprocating movements
for each shaft revolution, then the forced frequency per
minute is twice the shaft r.p.m., and so on.
If a mechanism is supported on resilient mountings ar-
ranged so that its natural frequency on the mountings is
considerably lower than the forced frequency of vibration,
then a considerable portion of the vibration of the mechan-
ism will be isolated by the mountings.
A measure of the effectiveness of a resilient mounting
installation is given by the insulation ratio i.e., the
quotient of forced frequency by natural frequency. Figure 2
shows the actual effectiveness of rubber mountings.
Insulation ' < of vibration
ratio insulated by mountings
Where forced frequency is
4 times natural frequency 4
Where forced frequency is
3 times natural frequency 3
Where forced frequency is
2.5 times natural fre-
quency 2.5
Where forced frequency is
2 times natural frequency 2
Where forced frequency is
1.5 times natural fre-
quency 1 .5
Where forced frequency is
1.4 times natural fre-
quency 1.4
93 (Excellent)
87.5 (Very good)
81 (Good)
66.6 (Fair)
20 (Very bad)
None
When forced frequency equals natural frequency, the
result is worse than if no mountings were used. This condi-
tion is known as resonance. Satisfactory results are usually
obtained when the ratio of forced to natural frequency is
2.5 or slightly greater.
A photographic record of a vibration is shown in Fig. 3.
The equipment when bolted rigidly to the floor vibrated as
shown in the top records, which indicate the horizontal
and vertical vibration. After the proper installation of
mountings underneath the equipment, the vibration from
the floor to the equipment was reduced as shown in the
lower group of records, which indicate the reduction in
amplitude of movement. The actual reduction of vibration
transmission was in the neighbourhood of 64 to 1. The
record indicates that vibration very seldom, if ever, occurs
linearly. The vibration in the stationary parts of reciprocat-
ing and rotating machines is generally in a plane at right
angles to the crank shaft. Depending upon the structure,
the plane may occur tilted at some angle to the horizontal,
Fig. !• — Cylindrical type rubber mountings.
Fig. 5 — Channel type safety mounting.
hencé components of the vibration exist along all three
principal axes. In order to absorb vibration of this type
properly, it is necessary that the direction of vibration be
considered and that the spring rate of the resilient supports
be properly calculated along all three principal axes.
Structural rubber is generally made to adhere to steel to
facilitate its application as a mounting for mechanisms.
Standard rubber mountings are shown in Fig. 4 and 5.
Figure 4 shows the simplest type of mounting, consisting
of a column of rubber with steel studs affixed to each end.
This type of mounting can be used to absorb relatively low
impressed frequencies in three directions. Figure 5 shows
what is generally known as a channel type mounting. This
design will absorb relatively low frequencies in two direc-
tions, or in a plane which is determined by the longitudinal
and vertical axes. In the channel type mounting illustrated,
the load of the resiliently sprung unit is carried on the inside
smaller channel by means of a spacer which extends through
a large clearance hole in the outside channel. It can be seen
that should the rubber be burnt or accidentally destroyed,
the supported unit would not be released, for the inner
channel would interlock with the outer.
Standard types of mountings are used for many purposes
in industry. Figure 6 illustrates the use of channel mountings
to reduce the vibration and noise transmitted from venti-
lating equipment to a building structure. The flexible con-
nection should be noted particularly. Resiliently supported
equipment must be provided with flexible connections for
piping, conduits, control rods, and the like. The stiffness of
these connections adds to the stiffness of the supporting
springs.
In order to design mountings employing structural rubber,
it is necessary to have complete data on the physical char-
acteristics of the material. One of the most important char-
acteristics of the rubber is its incompressibility; rubber is
less compressible than water.
510
September. 1913 THE ENGINEERING JOURNAL
Fig. 6 — Channel type mountings under motor and fan of
modern air conditioning system.
Rubber can be used in compression, in shear, in flexure,
in torsion, and in tension. It is primarily used in shear and
in compression. By compression is meant subjecting the
rubber to a load which tends to squeeze it. The deflection
of rubber in compression for different slabs which are not
dimensionalljr proportional can be related by a ratio called
the area ratio. This ratio is determined by dividing the
load-bearing area of the slab by what is termed the bulge
area, i.e., the unrestricted area of the slab which is free to
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DEFLECTION IN TERMS OF THICKNESS. PER CENT
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Fig. 7 — Load deflection characteristics for five structural
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Fig. 8 — Nomograph for determining deflections of rubber
adhered between parallel metal plates and stressed
in compression.
bulge. As an example, a slab one inch thick and four inches
square would have a load-bearing area of sixteen square
inches and a bulge area of sixteen square inches. The area
ratio determined as above would be one. A slab one inch
thick and two inches square would have a load-bearing area
of four square inches and a bulge area of eight square inches.
The area ratio is 0.5. Referring to the curves shown in Fig. 7,
it will be seen that the deflections of these two slabs with
different area ratios, although subjected to the same load
in pounds per square inch, are different. It is possible to
determine the load deflection characteristics of any rubber
slab, not attached to metal plates, from Fig. 7, provided the
area ratio of the slab is calculated as above. It should be
noted that in the higher area ratios, the positions of the
curves are not consistent. The data are given exactly as
determined experimentally from tests on hundreds of sam-
ples. It is believed that a certain slippage exists between
the pressure faces of the slabs, accounting for the irregu-
larity. Actually rubber used structurally is bonded to metal
to facilitate its application. When rubber is used in this
manner, slippage does not occur between the pressure faces,
and a nomograph as shown in Fig. 8 has been designed to
facilitate the determination of deflection characteristics of
rubber in this condition. The nomograph can also be used
for designs which are not rectangular in shape by determin-
ing the equivalent rectangular shape for whatever design
is under consideration.
The use of rubber in shear is illustrated by the shear
"sandwich" in Fig. 9. By sandwich it is meant that the
rubber is bonded between two steel plates, or as shown in
the illustration, two layers of rubber are bonded between
three steel plates; here the load is applied to the centre
plate and the two outside plates are held by a suitable
support. The shear modulus of various rubber compounds
can be determined as can be done for steel. The shear
moduli of structural rubbers, however, run between 50 and
150 lb. per sq. in. The shear moduli of five structural rubber
compounds are shown in Table I, along with other physical
THE ENGINEERING JOURNAL September, 1943
511
Table I
PHYSICAL PROPERTIES OF SIX
STANDARD STRUCTURAL RUBBERS
Temperature of Rubber, 70° F.
LOAD
U.S. Structural
Rubber Number
5709
5133
5638
5255
5691
5623
Shear modulus, lb.
per sq. in
50
70
95
140
195
*Logarithmic decre-
ment of amplitude
(Referred to base
10)
.041
.055
.14
.23
.35
.47
*Successive amplitude
ratio
.91
.88
.72
.59
.45
.34
Pei' cent energy loss
due to hysteresis,
per cycle of vibra-
tion
17
22
47
65
80
89
Specific heat
.47
.43
.40
.38
.35
.33
Thermal conductiv-
ity in B.T.U., per
sq. ft. per hour
for a temp, gra-
dient of 1° F.
per in. thickness. .
0.97
1 04
1.08
1 15
1.26
1.33
Velocity of sound in
rubber rods, feet
per sec
11.5
165
210
345
750
*The logarithmic decrement given here represents the negative of
the power to which 10 must be raised in order to obtain the ratio of
any two consecutive amplitudes (on the same side of zero deflection)
as unexcited vibration dies out. For instance, if the logarithmic
decrement is 0.2 the ratio of one amplitude to the preceding one is.
10_o.2 = _ , _ o.631 = Successive Amplitude Ratio
100-2 1.585
(Ordinarily logarithmic decrement is referred to Naperian log
base e and if such values are required, they would be 2.30 times the
values given here.)
characteristics. Of particular interest are the figures on
velocity of sound in rubber rods, the logarithmic decrement,
and energy loss due to hysteresis.
We have spoken primarily of the static properties of rub-
ber. It should be mentioned that the natural frequency of a
rubber spring system does not always follow the calculations
made from the static deflection. Figure 10 shows the factor
by which the calculated natural frequency should be mul-
tiplied in order to obtain the actual dynamic frequency. In
LATERAL
PRESSURE
SUPPORT
Fig. 9 — Simple shear sandwich.
most calculations, however, this refinement can be neglected,
particularly when dealing with the softer rubbers on general
industrial applications.
The use of structural rubber in shear and in compression
has been described above. It should be noted that it is un-
desirable to stress rubber in tension and also that its use in
flexure is limited. Its use in torsion, of course, is related to
the discussion given for shear.
It is generally advisable when special applications are to
be made to consult some authoritative source to obtain
their experience as related to the individual problem.
FREQUENCY FACTOR FOR VARIOUS COMPOUNDS
SHEAR
30
70
40 50 60
DUR0METER HARDNESS
Frequency range used in test 390-580 C. P. M.
COMPRESSION
2.0
30
70 PERMACELL >
40 50 60
DUR0METER HARDNESS
Frequency range used in test 485-675 C. P. M.
FREQUENCY FACTOR AJ VARIOUS FREQUENCIES
4TDUR0METER STOCK W SHEAR
500 600
CYCLES PER MINUTE
"Frequency Factor" is factor by which calculated resonance frequency
must be multiplied to determine actual resonance frequency
Fig. 10 — Charts used for determination of factors by which
calculated resonance frequency must he multiplied to deter-
mine actual resonance Frequency.
512
September, 1943 THE ENGINEERING JOURNAL
THE POSITION OF MANUFACTURING AND CONSTRUCTION
IN OUR NATIONAL ECONOMY
G. R. LANGLEY, m.e.i.c.
Works Engineer, Canadian General Electric Company, Peterborough, Ont.
Paper presented before the Peterborough Branch of The Engineering Institute of Canada, on April 8th, 1943.
The February 1, 1943 issue of Maclean's magazine con-
tains an editorial entitled "Is Industry Getting a last
Chance." This article reads in part:
"The war has given private enterprise what may be its
last chance to prove itself.
"If private enterprise fails when the crisis comes, and
that will be after the war, it will be replaced.
"Replaced by what ? Nobody knows. Bureaucracy,
governmental control and ownership, confusion and
chaos seem likely answers.
"Realizing that this crisis lies ahead is driving the
leading businesses of the United States into a brand-new
field of economics, post-war planning.
"So important do these corporations regard the field of
post-war planning that some of them are assigning vice-
presidents and other officials to research on this task as a
full-time job.
"The researchers are faced with stupendous problems.
They must get business away from its too individualistic
past. They must prepare to assume leadership and co-
ordination of effort on major questions. They must see to
it that private enterprise has a broader conception of its
duties to the community.
"They know that they cannot dream of returning to the
30 or 40 per cent production which pertained in the
1930's. To do so would mean the destruction of private
enterprise and whatever political party is in power.
"They will be faced with a post-war demand for full-
time production. They will have millions of young men
and women trained along industrial lines, who must be
put to work. Their post-war production itself will be full
of problems, replacement of dies and tools; use of new
materials; re-establishment of dislocated distribution
systems."
Dr . F. Cyril James on December 4, 1 942, stated : ' 'We have
to confront a picture in which roughly one-third of all the
people who now have jobs will need new jobs . . . We
cannot rely for this purpose on the immediate reorganiza-
tion of industry with a view to producing peace time
consumer goods. With the best will in the world, it takes
considerable time for an industry to switch over from war
time to peace time activity ... In other industries there
will be time consumed in the retooling or the rehabilitation
of industrial plants so that even if there is an immediate
demand for consumer goods, industry will not be able, in
many cases, to absorb at once, large quantities of labour in
the production of consumer goods."
Dr. 0. J. Firestone in a paper presented at the annual
meeting of The Engineering Institute of Canada, on
February 12, 1943, stated: "We can only find a solution of
our problem how to achieve full employment in the post-
war economy by a policy of increasing production in this
country. Since the war has shown us that a considerable
increase of production was possible, the question arises,
why should this high level of production not be carried on
after the conclusion of the war, for the purpose of providing
consumers with the goods they require ? Since it is contem-
plated to produce more after the war than there was
produced previous to the war the result will be a raised
standard of living and increased opportunity for employ-
ment."
The broad tendency of these and many other editorials
and speeches is to leave the main burden of providing a
smooth operating economy on the door step of industry,
saying in effect that it is up to industry to do something to
avoid a repetition of our past troubles, and do it much
better than it has ever been done before. Industry clearly
has a very heavy responsibility but it would be dangerous to
overlook the probability that equal or greater responsibility
rests elsewhere. It is possible that the most constructive
steps that can be taken may be outside the field of industry.
Dr. Firestone's statement quoted above would be correct
if the producers of the additional goods were also the con-
sumers. These producers are actually a minority of the
employable consumers. Purchasing power must be expanded
to agree with any increased production of goods, and to
accomplish this, employment in "services" must clearly be
increased in greater degree than employment in production
and this paper has been prepared mainly to call atten-
tion to the general loose thinking on this point which
is apparent.
In the olden days, man's unaided labour could never
produce enough, and economic panics were more likely to
be caused by sun-spots than by man's sins of omission or
commission. The advent of steam and electric power
changed this and gave us means for over-production. It is
fundamental that our present-day economic dislocations
originate in the overproduction of goods. It is true that a
better distribution of purchasing power would make over-
production less likely, but production and demand must still
be matched. This means in effect that no industry can risk,
both for its own sake and the national good, the creation of
emplo}rment through production of unwanted goods. Due
to the steadily increasing use of power and labour saving-
devices, the trend in industrjr is to produce more and more
goods with less and less labour. This means either that an
increasing portion of employment must be provided outside
of industry, or that industry must shorten its working
hours; — or a combination of these two means must
be used.
If we attacked the problem by the usual engineering
method we should start by writing a specification describing
the objective, but should first attempt to define just what is
meant by the term "industry." A typical dictionary
definition is "any productive occupation, especially one in
which a considerable number of people are employed." The
term "productive occupation" we assume, means an
occupation producing or processing raw materials. Although
agriculture comes within the terms of this definition, none
of the articles referred to appear to have it in mind, so
rightly or wrongly we are going to divide the gainfully
employed — betAveen :'
(A) "Industry," comprising-
-Manufacturing
Construction
Mining
Fishing
Hunting
Logging
Electric power.
(B) All other occupations comprising —
Agriculture
Wholesale and retail trade
Defence
Transportation and com-
munications.
THE ENGINEERING JOURNAL September, 1943
513
Miscellaneous services comprising —
Government, including civil
services
Law enforcement
Educational
Health
Recreational — e.g., drama,
music, art, outdoor
Personal — e.g., servants,
barbers
Clerical
Press
Conservation
Religious
Finance and insurance
Warehouse and storage, etc.
The author offers following specification for criticism
and as basis for his further remarks.
"There must be sufficient useful employment (for all
persons of the ages 16-65 inclusive who are willing, and
mentally and physically capable of doing work) to
produce sufficient goods and provide sufficient services, and
distribute purchasing power, so that a high minimum
standard of living will be attained and maintained.
Industry, agriculture and the services share the respon-
sibility for providing this employment, and they must
co-operate to ascertain what portion of this employment
is the responsibility of each."
The output of goods per man-day varies greatly in
different industries, due to the varying degrees to which the
workers' own efforts are supplemented by machines and
power. This makes the use of dollar value of output con-
fusing and misleading, if we use it when surveying employ-
ment possibilities. We therefore suggest the use of statistics
with "employees" rather than "dollars" as the unit.
According to the 1931 census, almost exactly 60 per cent
of our population fell in the age group 16-65. If we apply
the same percentage to the final 1941 census figures we
obtain, for this age group:
3,521,000 men
3,383,000 women
The 1931 census shows an average of 4.55 persons per
household. If we use 4.5 for 1941, it gives 2,555,866 house-
holds. If we assume that 90 per cent of these households
require one woman as housekeeper, we obtain a figure of
2,300,000 housekeepers. If we assume that there will be an
average of about 35,000 men and 25,000 women confined in
penitentiaries and mental hospitals, and an average of
75,000 men and 75,000 women in other hospitals or in-
capacitated, and use all these assumptions for deductions
from the 16-65 age group, we arrive at a figure of 4,400,000
employables (3,400,000 men, 1,000,000 women). Dr. James
has mentioned an approximate figure of 4,500,000 persons
gainfully occupied a few months ago. This figure includes
600,000 in the armed forces and 900,000 in war industry.
Dr. Firestone has mentioned a figure of 4,200,000 employed
(exclusive of the armed forces). When it is considered that
under present emergency conditions, many persons under 16
and over 65 are working, also housewives who in peace
time would be tending their houses, our figure of 4,400,000
for post-war conditions may not be far out.
The results of any attempt to break down this figure of
4,400,000 employables for the period, say two years after
the end of the war, are thought-provoking and emphasize
rather strongly the author's earlier suggestion that the major
employment responsibility lies outside the field of industry.
The assumed proportions given below could be changed
quite materially and yet point to the same conclusion.
INDUSTRY
MANUFACTURING 800,000
Total = 1929 employment + 5r,' with
1,000,000 munitions workers extra.
The total, broken down per 1931 propor-
tions, shows as follows:
Metal products 245,000
Textiles 138,000
Lumber and wood products. . . . 130,000
Foods 63,000
Leather goods 37,000
Printing and publishing 37,000
Miscellaneous 50,000
Munitions 100,000
CONSTRUCTION (1941) 220,000
MINING (1940 + ) 110,000
FISHING AND HUNTING (1931 + ) 50,000
ELECTRIC POWER 20,000
Total of Industry 1,200,000
Employment Other than Industry
AGRICULTURE 1,140,000
The total is the estimated 940,000 now em-
ployed plus 200,000 assumed to be in the
armed forces now.
TRANSPORTATION (RAIL) AND COM-
MUNICATIONS 175,000
(Approximate 1940 figures)
WHOLESALE AND RETAIL TRADE 350,000
(Figures for 1930 plus)
ARMY, NAVY, AIR FORCE (pure guess) . . . 150,000
Total 1,815,000
The balance to be absorbed by the various other
services is ' 1,385,000
The census shows t hat the three largest service groups are :
(A) Labourers.
(B) Clerks.
(C) Servants (including domestics, cooks, waiters).
One suspects that the census figures are misleading in that
many of those listed as clerks or labourers are actually
employed in industry or agriculture.
There is a widely held hope that inventive genius will
provide some device that will create new employment on
a scale similar to that created by the automobile. No such
device is in sight and none of the active developments such
as aircraft, plastics, electronics show likelihood of appre-
ciably increasing the ratio of employment in production of
goods to employment in production of services. The
growing backlog of public and private construction is very
comforting, but it can only affect the ratio temporarily,
whereas, on the other hand, the steadily increasing use of
electric power tends to decrease the ratio permanently.
This all adds up in the fact that, if we are to attain per-
manent full employment, we have the choices:
(A) Decrease the output of goods per available man-day
through decreasing working hours and a shorter span
of working years.
(B) Increase employment in useful services. (This new
employment would of course automatically give
increased demand for goods and corresponding in-
creased employment in industiy)-
(C) Combination of A and B.
We are far from saturation in employment in useful
services. Our economy could, for instance, easily support
radically increased expenditures in the field of:
1. Health.
2. Conservation of national resources.
3. Recreation (exclusive of the theatre).
The author has been unable to locate any satisfactory
statistics on present employment in these three service's,
but doubts if the total exceeds 75,000. This could certainly
be multiplied several times with beneficial results on the
national standard of living, and at the same time be a
logical and permanent step in the direction of full employ-
(Conlinued on pagr
514
September. 1943 THE ENGINEERING JOURNAL
THE CIVIC MORALS OF SCIENCE
CLEMENT C. WILLIAMS
President, Lehigh University, Bethlehem, Pa.
Reprinted from the Journal of Engineering Education, March, 1942, with the kind permission of the publishers
So frequently do statements appear to the effect that
education in science and technology must have an infusion
or leavening of the liberal arts in order to be beneficent
rather than malevolent influences in civic morals that I am
moved to inquire concerning the validity of the premises
on which the statements are founded. Are they merely
ghostly reverberations of Aristotle's disdain for manual
skills still haunting the relics of the trivium and quad-
rivium ? Are they rearguard actions of the battle waged in
academia in the last century when science sought entrance
at classic portals ? Or are they actually footed on the natural
effects of learning on human character ? Without wishing
to derogate any branch of knowledge, or to seem contro-
versial, I should like to focus the inquiry on a few typical
areas where the moral values of learning may be expected
to be manifest in order to discern whether humanistic studies
have actually a more beneficent effect than sciences on
civic conduct. Does the one branch of learning produce
better citizens than the other ?
That much of the present world confusion results from
a disparity of progress in science and in human relations
would be generally admitted, and the exigencies of war
have thrown that disparity into high relief. Within recent
years, George Bernard Shaw, Rabindranath Tagore and
the Reverend Dean Inge have charged technology with
responsibility for disturbing world equilibrium and have
even expressed a desire for a holiday in scientific discovery.
In a recent letter, an eminent publicist asked whether, in
my opinion, it would have been better if the airplane and
certain other machines had not been invented, apparently
wishing the race to live in a sheltered Eden out of reach of
knives and other devices with which it might harm itself
rather than to be developed through their use. Numerous
voices have advocated a partial replacement of science with
humanities in the curricula of engineering colleges in a belief
that the hiatus between technology and ethical attainment
in human relations might be closed from one side only.
Some humanists have labored a tenuous distinction between
"education" and "training" ascribing the former to letters
and the latter to science, as if the disciplines of the one
had properties of transferability not possessed by the other.
As the argument runs, technology is supposed to be related
to things and in consequence to have mineral morals while
the liberal arts pertain to ideas and to life, and hence to be
endowed with human and social values. One writer labels
these two end products as "knowledge and wisdom, or in
other words, science and values." This view apparently is
based on the tacit assumption that language is not an ac-
quired but a naturally inherited characteristic. There seems
to be a vague superstition about its hidden origin through
the breath from within the body which links language with
the soul. Are words of air formed by the carnal mouth more
divine and less man-made things than are tools of steel
made by the hands ? Both are implements. Both represent
ideas but neither is an idea. An idea may embody sound
judgment even if unexpressed verbally; it may be expressed
by practical execution. A holiday in the production of ver-
biage would be fully as serviceable as one in the invention
of devices toward locating the source of social confusion,
which indeed results chiefly from the babel of academic
voices attempting explanations.
Any implication that the motives of a scientist, even if
diabolical, might somehow be transmitted to his inventions
and thus influence their moral effects does not call for serious
argument. The laws of nature are too immutable to par-
take of the personality of the one who reveals them. A
monk of the church was reputedly the first maker of gun-
powder, and Nobel, the engineer who invented high explo-
sive, was a pacifist who gave the resultant fortune to pro-
mote peace and the arts of peace. The inventors of the
airplane, sons of a clergyman, were the mildest of men;
politicians, not the inventors, determine whether mail or
bombs shall be the cargo. Of the responsible statesmen of
recent years who have been unable to find a way out of
international rivalries except through "blood, sweat and
tears," none were suckled by the wolf of science. The most
humane president ever to occupy the White House was
an engineer. The engineer-statesman, Cavour, preferred
diplomacy to war as a national policy. Da Vinci, engineer-
artist of his time, in his famous letter to the Duke of Milan,
offered to build engines of war and works of industry for a
livelihood, but he painted that masterpiece of feeling, The
Last Supper, from choice. Inventions are functions of
nature's law and hence are independent of the inventor's
character except as he himself employs them.
Fidelity to duty does not result to a less degree from the
accuracy and objectivity of the sciences than from the sub-
jective and a priori dialectic of the humanities. A few years
ago, a colleague of mine on the faculty of a state university
was employed to do some engineering work at the state
prison. Being in need of an assistant after arriving, he
sought an engineer among the prisoners. Not one was on
the prison roster, although lawyers, bankers, teachers,
preachers, and other respresentatives of humanistic callings
were available aplenty. My curiosity being aroused, I made
inquiry and learned that a similar situation prevailed at
the penitentiaries of the neighboring states. The corps of
army engineers, who have had charge of most of the con-
struction operations for the Federal government for over a
century, cherish the proud record of no defalcations in that
entire period, notwithstanding the immensity of their
financial responsibilities. These instances illustrate the ob-
servation that a betrayal of trust has been comparatively
rare among scientists and engineers.
The precisions and rationalities of science yield a sense
of moral direction quite as definite as do the emotional
vagaries of literature. The recent brutal aggressions of dic-
tator nations are recrudescences of the tribal barbarities
and perfidies depicted in the Iliad, the Aeneid, Caesar's
Commentaries, the Book of Judges, the Nibelungenlied and
other classics which have been standard texts in arts courses
for centuries. Language can be employed to deceive, to
incite to crime, and otherwise misused quite as destructively
as can nitrocellulose and the airplane. Perhaps the chief
lag in social instrumentalities is language. It does not afford
a vehicle for conveying thought unequivocally even between
co-linguists. Indeed through striving for overtones and pic-
turesque ness, language seems to be losing rather than gain-
ing in exactitude. The use of words as sonic notes to pro-
duce impressionistic effects, premitting the appended ideas
to dangle into a tangle, after the fashion of a modern school
of writers, is a disservice to understanding. Grace of expres-
sion does not validate the sentiment contained. "On the
contrary, where correctness and precision are subordinated
to felicity of phrasing, fallacies may be rendered less appar-
ent by the lulling effect of a lingering assemblage of words.
How many faulty maxims of life are treasured because of
their euphony! How many speciosities have persisted be-
cause some superficial poet chanced to sing them! As ex-
emplars of life patterns, the malodors of Shelly, Keats,
De Quincy, Wagner, Poe and others compare unfavorably
with the Spartan rectitude of the great scientists. Michael
Faraday's ingenuous love letter to Sarah Bernhardt which
closed, "As I ponder and think on you, chlorides, trials,
THE ENGINEERING JOURNAL September, 1943
515
oil, Davy, steel, miscellanea, mercury and fifty other pro-
fessional fancies swim before me and drive me further and
further into the quandary of stupidities," won him a de-
voted wife until "death did them part," while Byron's mag-
niloquent epistle closing "My destiny rests with you" won
him a mistress for. only two years, when he deserted for
other destinies. Linguistic facility may supply more abun-
dant and varicolored verbal wrappings for a kernel of idea,
but the "yea" or "nay" or decision is not of the wrappings.
Learning, either liberal or scientific, can afford ethical
standards only at the level of character, conscience and
conviction.
Does one find an ethical or civic guidance in the method-
ology of the social studies superior to that inculcated by
the systematic observing and testing of the scientific
method ? At the outset, confidence in the guidance of the
former is undermined somewhat by two circumstances, viz.,
their conclusions are usually qualified instead of definite,
and, secondly, scholars of equal standing in the field hold
antipodal opinions relative to identical issues. Because cir-
cumstances are never repeated, history is only suggestive
of possible outcomes of future events — evidence but not
proof. Von Treitschke and Mommsen as historians arrived
at the thesis of a super-race through the same egoistic pre-
dilections which led the psychopathic Nietzsche to the tenet
"that the strongest and highest will to life does not find
expression in a miserable struggle for existence, but in a
Will to War, a Will to Power, a Will to Overpower." Across
the Channel, historian Froude allowed his anticlerical preju-
dices to distort his judgments beyond trustworthiness. One
reads volumes of history without a sentence which signifies
discrimination in moral values. Political sway and military
conquests are the crowning glories recognized for rulers and
nations by the awards of written history. "The Great" is
attached to Alexander, Catherine, Frederick and other
predatory tyrants while "The Good" is applied to Charles,
Phillip, and similar unimpressive sovereigns, and to them
chiefly because of private kindnesses rather than political
virtues. The realistic debunkers have sought to erase the
peaks of individual inspiration and to level the narrative
to a drab average humanity. Changes in fashion in historical
viewpoint have been too frequent to impart a sense (if
established morals. Philosophies of history have been an
adaptation of the biological theory of struggle and survival
of the fittest with "the fittest" undefined except as the
most viable. Their authors have overlooked the great bio-
logical principles of symbiosis and co-operation as factors
in social and political development as well as the dynamics
of a controlled psychology in national behavior. History's
look is backward, while civic morals require a forward
view. Was the treaty of Versailles overladen with historic
hates ? Would it have been more enduring if it had envis-
ioned a future world of unexplored frontiers in scientific
discovery where rich and limitless areas in human welfare
await colonization ? Will the ensuing treaty of World War II
again only attempt to put new wine in old bottles ? While
we may be encouraged by the tendency of modern historians
to devote more attention to the forests of common quests
and advances of the race and less to the trees of nationalistic
exploits, we are compelled to conclude that history has not
attained complete clarity of ethical direction.
The claims for formal courses in politics and government
as specific preparation for good citizenship are not supported
by exhibits of products. The subject matter offered generally
pertains to governmental structure and is seldom applicable
to the issues to be marked in the voting booth. It does not
offer a control of extra-legal cliques and pressure groups.
Fluency in discussion of political affairs which rises from a
knowledge of historical precedents must not be mistaken
for good citizenship, for it may not even be its label. Tailor-
made courses in citizenship usually are little else than indoc-
trination. Political academism, by emphasizing popular par-
ticipation in governmental processes at the expense of effi-
ciency, has contributed to the lag of progress from ruralism
and isolationism into an urbanized society and an integrated
world economy. Its idolatry of political processes, oblivious
of human limitations, has loaded government with detail
functions which transcend the potentialities of governmental
machinery. The design approach of technical education,
which stresses practicalities, constitutes a proper balance
to these ill-advised tendencies.
Does the "transcendental knowing" of philosophy or
metaphysics afford a more definite and reliable comprehen-
sion of public affairs than does the observational approach
of the scientific method ? In philosophy, a layman discerns
no cumulative attainment toward a firmament of truth
whereas science does yield a consciousness of certainty in
its peculiar realms of knowledge. Philosophy seems to the
laity too much a pendulum swinging back and forth to
afford an awareness of established direction. The philoso-
phers of the ancient world ranged the gamut of theories of
social and political organization and their successors have
chiefly devoted themselves to an inconclusive elaboration
of intermediate themes. Herbert Spencer, an engineer turned
philosopher, in keeping with his time, viewed social ethics
from the standpoint of materialism, but the fashion swung
to mysticism and idealism when materialistic atheism was
found to be an intellectual and spiritual cul de sac.
Nietzsche's doctrine that might is truth and right and
James' pragmatism that whatever works well is truth
equally eliminate from the scheme of things a concept of
ultimate right and truth. Both would justify Hitlerism if
it works well, although James would have denied this. To
use Will Durant's phrase ("Story of Philosophy") Philoso-
phies so cancel each other into zero" that they do not
gather directional momentum.
In contrast, science advancing from one foothold of cer-
tainty to another is conducive to a positive faith in an
ultimate truth that is more stabilizing and constructive
than the cynicism which is so frequently the product of
actio nh s s thinking end untested dogma.
Is there any reason to suppose that speculating on the
nature of man and society, perhaps the most disordered
phenomena of all creation, will inspire a more just ethic
than does observing the constancies of the physical uni-
verse? Does emotional human caprice yield a nobler free-
dom than does harmony with fixed natural law? If one
were permitted a generalization, it would be that education
in the humanities finds its motif in the free development
of the natural individual to the neglect of order in society,
while education in science is of the essence of system and
organization. These two vital principles in education, liberty
and order, are inherently opposed to each other, but they
are not necessarily incompatible, since liberty may stop
short of anarchy and order may not reach regimentation.
They aie, however, the specific characteristics of these re-
spective educational methodologies, the one relying on in-
tuitive reactions, the other on factual ratiocination. Too
much emphasis on self-expression without self-discipline
may militate against social accommodation. Liberals and
radicals gravitate to the one group while conservatives pre-
dominate in the other. The humanities emphasize individual
freedom in education, ignoring its corollary confusion, even
though competence and efficiency in government are the
painfully obvious needs. Kxaggerated attention to initiative
of leadership may overlook the virtues of discriminating
followership, which indeed may be the actual stepping stone
to leadership. Hie voice of order must be heard in counter-
part to the voice of freedom if good citizenship is to be of a
nature to yield the social stability which we call civilization.
Good citizenship, like charity, begins locally, and has as
many aspects as there are interests of men. Suffrage is only-
one of its many obligations. The college bred may be as-
sumed to know its fundamentals. The growth in urbaniza-
tion introduces into civic morals those physical instrumen-
talities of the technical realm which promote community
health and social intercourse. Good administration, which
{Continued on page 5.36')
516
September, 1943 THE ENGINEERING JOl RNAL
WARTIME BUREAU OF TECHNICAL PERSONNEL
Annual Report — Tear Ending March 31st, 1943
Organization
On March 31, 1943, the Wartime Bureau of Technical
Personnel completed the second full fiscal year of its exist-
ence. Established in February, 1941, the Bureau was at
first occupied largely with tasks of organization and plan-
ning. By August, 1941, sufficient progress had been made
to lay down broad principles of operation, registration was
in progress, and definite service was already being rendered
along a number of lines with the general object of promoting
efficient use of the country's technical man-power resources.
During the latter part of the fiscal year 1941-42 much
time and study was devoted to working out a system of
man-power controls with respect to engineers and scientists
which would make for efficient utilization of this group of
citizens. As these Technical Personnel Regulations (P.C.
638 of 1942) became effective on March 23, 1942, the year
under review in the present report commenced with the
assignment to the Bureau of its first administrative function.
At the same time, the first Director of the Bureau, Mr.
E. M. Little, was appointed Director of National Selective
Service, and two of the Assistant Directors, Messrs. L. E.
Westman and L. Austin Wright, accompanied him to this
new field of activity. At a meeting of the Advisory Board
in April, 1942, Mr. H. W. Lea was appointed to succeed
Mr. Little as Director of the Bureau. The necessary re-
arrangement of duties, together with steady expansion in
all phases of the Bureau's work, has necessitated a corre-
sponding increase in the staff.
Regional Offices
A year ago there were three single regional representatives
stationed at Montreal, Toronto and Hamilton. At present
there are also single officers at Halifax, Winnipeg and Van-
couver, the number at Toronto has been increased to three
and at Montreal to two. In addition, there is an honorary
representative at Quebec and two honorary representatives
act in the maritime provinces, where matters require atten-
tion outside of Halifax.
Demand for Technical Personnel
During the year the Bureau received 1,078 inquiries for
technical personnel, each inquiry covering an average of
somewhat more than two openings. Individual records total-
ling 8,301 were referred to prospective employers in con-
nection with these inquiries, resulting in 899 placements. In
the interests of efficiency, inquiries are constantly checked
so that those which have been filled or have lapsed are re-
moved from active files. Nevertheless, there has been
throughout the year an average of 240 open inquiries on
file representing at least 500 individual vacancies. Suitable
candidates for these openings may sometimes be found
among those whose services are reported as being available,
but in many cases a search must be made of the records to
find suitable qualified men who may be made available.
In addition to the above demands which deal with open-
ings in civilian activities, the Bureau keeps constantly in
the foreground the needs of the armed forces for engineers
and scientists as technical officers. While it was not until
August, 1942, that such needs could be dealt with system-
atically (it was then that a suitable officer was seconded
from the Department of National Defence), 155 candidates
referred by the Bureau have been accepted for technical
appointments in the armed forces during the year.
Generally speaking, since the creation of the Bureau the
demand for technical personnel has been in excess of the
visible supply. The armed forces alone require this year for
technical appointments a number somewhat greater than
the total of physically fit science students who will graduate
from Canadian universities. In addition, there are the legi-
timate needs of war industry and essential civilian services
to be considered and, of course, there is the normal annual
wastage due to death, disability or other causes. The deficit
in supply can be met to some extent by diversion to more
essential undertakings of technical personnel already em-
ployed, but a large proportion of the shortage will still have
to be overcome by more efficient use of those at present
employed.
Registration
Considerable progress was made during the year in check-
ing of alumni records of Canadian universities with the
Bureau file. This was supplementary to the work previously
done on membership lists of professional engineering and
scientific organizations, and has resulted in a substantial
increase in the registration. At the same time, complete
registration was secured of those who, upon graduation in
the spring of 1943, become technical personnel.
Technical Personnel Regulations
Order-in-Council P.C. 638 (1942)
Later, Part III of Order-in-Council P.C. 246 (1943)
Broadly speaking, these regulations give the Minister of
Labour the power to control changes of employment so far
as technical personnel is concerned. In the general field of
man-power, control is exercised through National Selective
Service by means of a system under which an individual is
granted a permit to seek work and a permit to take specific
employment. But, under the requirements of the Technical
Personnel Regulations, it is the employer who must secure,
through the Bureau, a permit to engage an employee.
A total of 3,869 permits were issued to employers during
the year and in each case the following matters had to be
investigated: (a) Whether notification had been received
of the post to be filled, (b) Whether priority of the proposed
work warranted the use of the particular technical person
it was proposed to employ, (c) Whether the prospective
employee was registered with the Bureau and came under
the Technical Personnel Regulations, (d) Whether the pro-
spective employee's services were available.
Final approval of an application is not given until the
Bureau is satisfied on all these four points and it follows
that in some cases approval is withheld altogether.
Through the Bureau, the evils of useless turnover have
been greatly curtailed. Taking the number of permits issued
as a fair measure of the new contracts of employment and
deducting the number of those who, on graduation, entered
employment for the first time, it will be found that the
monthly turnover during the past year is something under
one per cent. Moreover, it should be borne in mind that
part of this one per cent represents transfers from less
essential to more essential activities and part of it can be
traced to various shifts of emphasis that have taken place
during the year in the country's war production position.
University Science Students' Regulations
Originally P.C. 9566 (1942)
Now part III of P.C. 246 (1943)
As the main source of new supply of technical personnel
is the output of the engineering and science faculties of
Canadian universities, the Bureau from the start has been
definitely interested in such matters as the numbers and
methods of training of students in science courses. The first
tangible result of this interest was indicated by a series of
resolutions adopted during a Universities Conference held
in Ottawa on May 11, 1942.
At this conference, the departments of National Defence,
Munitions and Supply, National War Services, and Labour,
THE ENGINEERING JOURNAL September, 1943
517
as well as the National Research Council and the Inspection
Board of the United Kingdom and Canada, were repre-
sented, along with all the universities in the country. After
intensive discussions in special committees and before the
whole conference, a number of recommendations for govern-
ment action received unanimous support. Authority having
been given to prepare plans for implementation of the recom-
mendations, numerous consultations were held with rep-
resentatives of the three branches of the armed forces and
of the Department of Munitions and Supply, which resulted
in a series of regulations controlling the activities of uni-
versity science students.
In administering the regulations, the Bureau first had to
secure from the armed forces, from government depart-
ments and from war industries, a statement of their needs
for 1943 graduates. It soon developed that the number
required was in excess of the supply and in certain courses
the demand was double the number registered. This pointed
to the need for consideration, for some of the available
openings, of students whose specific training had not been
definitely along the lines asked for. Progress has already
been made in encouraging both the armed forces and civilian
industries to use recent graduates on the basis of their
general scientific training where adequate numbers are not
available with the specific training desired.
Financial Support for Students
In order to maintain registration in university science
courses at as high a level as possible, the Department of
Labour arranged for financial assistance to students who
were well qualified academically but who could not attend
university without financial aid. This resulted in the enrol-
ment for the session 1942-43 of over 500 students in science
courses (in the first year) who otherwise would have been
unable to attend.
Each male science student in attendance at university is
required to complete a declaration form stating whether he
wishes to volunteer for active service as a technical officer,
at the same time expressing his preference as to which
branch of the service he desires to enter. When the regula-
tions came into effect, in order to find out which students
then in attendance were unlikely, for medical reasons, to
be able to secure appointments in the armed forces, arrange-
ments were made with the Department of National Defence
to have each student in the final and pre-final years exam-
ined by a standing medical board.
In order to further the professional training of science
undergraduates during summer vacations, war industries
were circularized, with the result that somewhat over 4,600
openings were made available for summer employment for
undergraduates. Lists of these openings were furnished the
universities for the use of the students and arrangements
were made for the Employment and Selective Service
Offices to issue to undergraduates appropriate permits to
cover prospective summer employment.
In March, 1943, the declaration forms of students about
to graduate were used to prepare nominal rolls of volunteers
for technical appointments in the three services. A total of
1,085 names were submitted for consideration for commis-
sions, and representatives of the Navy, Army and Air Force
commenced the work of interviewing and selecting candi-
dates from the graduating class for their respective quotas
of technical officers.
Liaison with the Armed Forces
The publicity given to the Bureau's operations through
publishing the Technical Personnel Regulations and the
rapid increase in the number of individual contacts made
by the Bureau's officers, particularly after regional offices
were set up, resulted in a corresponding increase in the
number of engineers and science workers who approached
the Bureau for advice as to their proper sphere of service.
At the same time, the close liaison already established with
the armed forces tended to develop even further as more
common problems developed. Also, the constant study of in-
dividual records in the Bureau's files continued to bring
forward information regarding men who were obviously
suitable for technical appointments in one or other of the
three services.
Since the appointment of a military advisor to the Bureau,
it has been possible to direct more quickly and effectively
the many individuals who approach the Bureau for advice
on service matters. The services have benefited, in that the
rate at which suitable candidates (that is, candidates who
in due course are actually commissioned for technical ap-
pointments) have been referred has roughly trebled since
the new arrangement went into effect.
Another field in which the Bureau assists the services is
that involving efficient use of men who are already serving
but whose qualifications are not being used. Both from in-
dividual records and from notices of cessation of civilian
employment which reach the Bureau, cases frequently come
up where a man with engineering or scientific training is
serving in the ranks in a capacity which has no relation to
his technical background. In the case of the Army, for
example, such instances are referred at once to the Direc-
torate of Personnel Selection so that an Army examiner
may look the man over and ensure that, if he is suitable
for a technical appointment, proper consideration will be
given to his case.
Special Problems
As the Government of the Dominion of Canada, through
its various departments, is one of the largest users of tech-
nical personnel, it was considered essential to familiarize
technical persons in the government service with the details
of the Bureau's operations. An interdepartmental committee
was therefore set up, with the co-operation of the various
deputy ministers, and a number of meetings have been held.
Assistance to Mobilization Boards
In the National Selective Service Mobilization Regula-
tions, specific reference is made to the Bureau as a body to
which Mobilization Boards may refer when dealing with
cases of technical personnel. Either through correspondence
from Ottawa or by visits of Bureau officers, constant touch
has been maintained, with the result that the numerous
cases involving technical personnel which come before
mobilization boards have been handled in what is believed
to be the best interests of all concerned.
Under a plan sponsored by the governments of Canada
and Poland, there are now in Canada some 225 Polish
engineers and scientists. (In addition, there are over 300
Polish skilled workmen in the country.) These science work-
ers have all been placed, where their qualifications may be
used to best advantage, with some 70 different employers
including most of the principal private war production in-
dustries, seven of the crown companies and four govern-
ment departments.
Operating Statistics
The statistics for the year are interesting. Although the
figures cannot be used as a true measure of the Bureau's
activities, certain facts are brought out which provide useful
information. The number of inquiries received represents
an increase of about seventy per cent over the previous
year, but does not include certain inquiries which were not
alloted numbers because they were in the form of "standing
orders." This applies particularly to the constant search for
suitable material for technical appointments in the armed
forces, very little of which was done in the previous year,
but which now is carried on actively.
The number of individual records referred to employers
who filed inquiries represents an increase of about one hun-
dred and sixty per cent over the previous year, which is a
definite reflection of the increased activity in this branch
of the Bureau's work, made possible by increasing the staff
charged with the duty of investigating records and making
such references. (Continued on page 541)
518
September, 1943 THE ENGINEERING JOURNAL
Abstracts of Current Literature
PROFESSIONAL EMPLOYMENT
AFTER THE WAR
From Engineering (London, Eng.), July 30, 1943
In spite of the dramatically sudden disappearance of
Mussolini from the Italian stage that he has dominated for
21 years, it cannot be said that the end of the war is in sight,
even in the Mediterranean; but it is no more than obvious
common-sense to look ahead and to consider so far as it
may be done, how best to organise the eventual transition
from war to a peace which, when it does come, may burst
upon Europe, at any rate, with almost equal suddenness.
The task is one of peculiar difficulty, which is likely to be
enhanced if it should happen that enemy resistance in the
Pacific collapses at the same time as in the West; an im-
probable contingency in the light of present indications,
but not an impossible one. The difficulties of material will
be serious enough, when so large a part of the world's popu-
lation has been reduced to extremes of want of mediaeval
severity, but those of personnel may be hardly less acute
when once it is realised that demobilisation, from being a
dream of the future, has become an imminent reality.
The problems of demobilisation are complicated by a
time factor which did not enter into the initial mobilisation
of the nation for war. The speed of the change from peace-
time conditions to the present wholesale militarisation was
dictated primarily by considerations of equipment. There
was no reluctance on the part of the great mass of the
population of military age to abandon their normal occu-
pations and get into uniform, but all realised that there
was no point in enrolling large numbers of men and women
when there was little for them to do and a general lack of
the equipment needed for training ; they were content, there-
fore, to continue in their civilian roles until such time as
their services could be properly utilised. The experiences of
the last war showed clearly, however, that no such patience
can be expected in the sudden reaction from the stress of
active warfare to a comparatively inactive life in camp and
barracks, entirely lacking in the common purpose that has
sustained them previously; yet there will be many com-
mercial and industrial adjustments to be made before the
equipment for peace can be provided for all who are ready
and anxious to use it, and there will always be trouble-
mongers ready to make political capital out of the impa-
tience of those who are dissatisfied with the sequence of
demobilisation or reluctant to submit to military discipline
any longer than they are obliged to do. It is easy to declare,
as official spokesmen have done, the broad principle that
the order of release will be determined solely by the needs
of the community for men of particular trades and experi-
ence; but, with the best will in the world to apply the rules
with the utmost fairness and impartiality, there are bound
to be many cases requiring special consideration and others
which are almost hopelessly intractable.
Among the instances of men possessing special qualifica-
tions, and whose demobilisation may have to be given a
priority which those less fortunate may fail to appreciate,
are likely to be many of the technically and scientifically
trained men who have been drafted into the Forces in so
much greater numbers than in the last war. The problems
of releasing sufficient of them in the most advantageous
sequence, and of finding appropriate civilian occupation
for those who have no situations awaiting their return,
obviously require early and special consideration. Not all
of these men are in the Services; very many are engaged
in war-time industry, but their cases must be considered
in parallel with those of the engineers, scientists and other
professional men who are in uniform in order to ensure a
fair distribution of the peace-time civilian appointments as
and when these become available. To explore these several
needs in good time, the Minister of Labour and National
Abstracts of articles appearing in
the current technical periodicals
Service has appointed a committee of inquiry of a some-
what unusual kind, under the chairmanship of Lord Hankey.
The terms of reference are : to consider and report upon the
arrangements which should be made to facilitate the em-
ployment after the end of hostilities of men and women
qualified to undertake responsible work in the profession
or elsewhere, with particular reference to (a) the organisa-
tion, premises and staff of the Appointments Department
of the Ministry of Labour and National Service ; and (b) the
arrangements which should be made for co-operation be-
tween the Appointments Department and other organisa-
tions and institutions (including professional, industrial and
commercial organisations) and universities, at home and
abroad.
THE ENGLISH BUDGET AND
POST-WAR INDUSTRY
From Trade and Engineering (London, Eng.), May 1943
POST-WAR RESOURCES
Apart from the issue of taxation on wages much of the
Budget discussions turned on the position of industry after
the war, and concern was expressed as to the financial re-
sources which will then be available to it. Sir Kingsley
Wood's Budget speech showed how much this highly im-
portant matter is engaging his attention and that of his
advisers, and he realized the need for giving assurances to
industry. He referred to the discussions which had taken
place between the Board of Inland Revenue and repre-
sentatives of the principal industrial and commercial bodies
and of the accountancy profession as having been most
useful and productive of "progress" on a number of matters.
One of these, of major importance, was what was known as
"terminal losses" in changing from war-time to peace-time
conditions. That, he said, was mainly an excess profits ques-
tion and industry recognized that it could not be dealt with
in detail now, but must be left over till after the war. But
he gave industry the assurance to which, he said, it was
entitled that "steps will be taken to see that all the ex-
penses of a revenue nature which have been incurred in
earning the excess profits will be allowed as a deduction
in computing the liability to Excess Profits Tax".
SCRAPPING OF BUILDINGS AND PLANTS
The Chancellor of .the Exchequer touched on several of
the matters which are causing concern. As he said, the
turnover from war production may involve the scrapping
of buildings, plant, and machinery provided as part of the
war effort. The law already provided relief both in income-
tax and excess profits tax in respect of any loss so incurred,
and Sir Kingsley Wood agreed that the relief should not
be confined to cases where the equipment was actually
scrapped but should cover also any loss in value where the
equipment might continue in use. Another matter of con-
cern is the treatment of losses in the event of a fall in value
of stocks occurring after the war. The Chancellor recalled
that in the excess profits duty of the last war there was
provision for post-war stock depreciation in the Finance
Act of 1921, and he agreed that at the end of the excess
profits tax it might well be necessary to consider the ques-
tion of a similar provision. But he went no further than to
say that "consideration of this question and the precise
nature of the provisions which may be required must obvi-
ously be deferred until the end of the war when it can be
undertaken in the light of conditions then prevailing."
Besides terminal losses, there was the general question of
the incidence of income-tax on industrial profits. This, the
Chancellor said, had been represented to him as a matter
of post-war fiscal policy of great importance in relation to
THE ENGINEERING JOURNAL September, 1943
519
reconstruction. He had in mind in particular the position
of profits that were not distributed but ploughed back into
the business, and the treatment of capital expenditure for
which no allowance was made in the existing code.
WASTING ASSETS
Sir Kingsley Wood said it was necessary to look closely
at the facts and above all to find out the real effect of the
tax provisions in actual cases over a period of time. That
was why he hoped, as a next step, to set on foot a detailed
examination by the Board of Inland Revenue of the matters
which had been raised; these were not only of moment to
industry itself but had wider importance in the sphere of
economic policy. Another question on which the Chancellor
touched was wasting assets. He reminded the House of the
provision of the Finance Act of 1941 which gave relief from
excess profits tax to concerns engaged in mining metal or
getting oil in cases in which production had been accelerated
in the interests of the war effort with the result that profits
were brought under the tax which otherwise would not have
been so affected until a later period when the tax might
no longer be in force. Similar conditions had been found
to exist in the case of certain minerals such as sand and
gravel, and the Chancellor undertook to extend relief in
such cases in the Finance Bill. He also proposes to provide
relief in cases where normal management practice, both in
the mining of metals and the getting of oil, had been de-
parted from in order to accelerate production in the war
but in such a way that working costs after the war would
be increased.
ADVICE TO APPRENTICES
From The Engineer (London, Enc), July 30, 1943
We have much pleasure in reprinting admirable words of
advice to pupils and apprentices compiled by Mr. C. M.
Croft, chief engineer and general manager of the Wands-
worth and District Gas Company. They are printed as a
little folder under the title "Progress Data for Engineering
Students," and we believe that Mr. Croft would offer no
objection if other firms desired, very wisely, to copy them.
If you have good Health, good Brains and good Physique :
If you are — by nature — Neat, well Mannered and Even
Tempered :
If you have been well educated :
Then thank your parents — They couldn't have done more
for you.
If you start with all these qualities and don't get on
THEN blame yourself.
To succeed you must start at the bottom rung of the
ladder and not miss one step until you get to the top.
It does not matter how fast you climb as long as you first '
qualify for each upward step — and behave fairly to
others in climbing.
Don't order people about — lead them.
The greatest danger of quick promotion is a swelled head.
Watch yourself carefully. You have been warned !
Know your job — know your people. Consider their point
of view and explain yours.
Personal progress largely depends on the goodwill of
others towards you.
To gain goodwill you have to earn and deserve it.
Don't say one thing to one person and qualify it or
contradict it to another.
Keep calm. When you lose your temper you also lose your
judgment.
Be natural and cheerful — neither affectation nor gloom
earns dividends.
"Facts" mean the truth — the whole truth and nothing but
the truth. Report them clearly and concisely.
Your opinion will be most valued, if you wait to be asked
for it.
If you cannot learn Human Nature at the same time as
you are learning your job, give up "Engineering. You
will never succeed. Start again and try something else.
Be loyal to those over you, under you, and to yourself.
At times it will be your duty to correct people in your
charge. Avoid, if possible, doing so before others.
Be fair, be firm, and you will impress them and not let
yourself down.
Don't forget you get promotion because your chief trusts
you.
Don't let him down by thought, word, or deed.
When in doubt, consult your chief. Like you, he learnt his
job to start with. Unlike you, he has years of exper-
ience to guide him.
Don't try to get the better of people all the time. If you
try, better people will be getting the better of you,
most of the time.
Don't rely on your luck — rely on yourself.
Say what you think — but think before you say it.
If you cannot Trust yourself, why expect others to trust
you?
Be Neat, Clean and Helpful in mind, body and work.
Cut out Jealousy — it has caused the failure or prevented
the promotion of countless people who, otherwise,
would have been successful.
You Will Find You Have More than Enough to do
in Minding Your Own Business.
LOOKING AHEAD
From Trade and Engineering (London, Eng.) July 1943
The far-sighted industrialist will certainly be well advised
to keep himself informed in general terms as far as is practic-
able, of the advances which have been and are being made in
the science of micro-biology and in its industrial applications,
both actual and potential. Much work has been done and
marked progress made in certain directions, but the field of
research awaiting investigation is vast and much remains to
be discovered. Explanatory literature on the subject is
mainly of a highly technical character, and as its industrial
and economic significance cannot be properly appreciated
without some understanding of the nature of micro-
organisms and their activities a brief indication of them is
necessary.
Yeast, Bacteria and Moulds
Three classes of these organisms are usually recognized:
yeast, the reproduction of which is by means of daughter
cells in the form of rounded out-growths, a process known as
budding; bacteria, which multiply by fission; and moulds or
microscopic fungi, which are filamentous. They range in
diameter or in length and width from l-25,000th to l-2,500th
of an inch, and the majority live in the soil or in water.
There are cultural collections of them in the United King-
dom, the United States, Russia, the Netherlands, and
Germany, and these are constantly being increased as new
types are discovered or new strains developed. In research
laboratories they are often grown for preservation on
gelatinous media in test-tubes, and, in the case of yeast, in
small flasks with open necks containing sterilized cotton
wool for filtering the oxygen absorbed.
Most of them multiply with remarkable rapidity. In two
days one yeast cell measuring 1-5, 000th of an inch in
diameter may be responsible with the cells of its daughters,
grand-daughters, great-grand-daughters, etc., for 1,000 mil-
lion buds. One ounce of yeast contains 300,000 million cells,
and in 7 days a production of several tons can be derived
from one cell. From such an initial amount enough yeast
could be obtained by large-scale operations in a further 7
days to meet the whole requirements of the bread industry
of the United Kingdom.
For their existence micro-organisms require moisture
and, in the main, three elements, hydrogen, carbon, and
nitrogen, while they can only grow within certain limits of
temperature. Their industrial use is based on their analytic
reactions, or in other words their ability to decompose
substances. But they also possess synthetic powers, though
these have so far found industrial application in only a few
instances. In their activities they use far more material
than is necessary theoretically for their growth and repro-
520
September, 1943 THE ENGINEERING JOURNAL
duction, and that is why they can be used in industry as
living catalysts.
Micro-Organic Activities
Certain types are able to utilize carbo-hydrates, such as
sugar, starch and cellulose, and they can do so in a number
of ways. Some break them down and convert them into
carbon dioxide and water as the human body does, other
into intermediate substances, such as butylène glycol, and
others into acetone and butyl alcohol. By this means they
get energy for their functions, which in most instances are
not pathogenic. Yeast elaborates zymase, and enzyme or
colloidal catalyst which induces the alcoholic fermentation
of carbohydrates.
Some types of bacteria live in petroleum wells and utilize
hydrocarbons as a source of carbon. A few years ago there
was an investigation into the cause of some mysterious
explosions in coastal oil storage tanks, and it was found that
the water bottoms contained certain bacteria which had
entered with the sea-water used in cleaning operations.
These organisms had converted certain substances into
gases which in combination with the oil vapours had caused
spontaneous ignition.
Another type can act on sulphur in the free state, while
others can utilize flowers of sulphur, convert it into sul-
phoric acid, and live in a 7-per cent solution of the acid.
Some, again, operate on calcium sulphate, using the sulphur
and reducing it to sulphuretted hydrogen, and in soils
where this type is active pipe-lines have been corroded by
the sulphuretted hydrogen thus generated. Sulphur
bacteria, indeed, like many micro-organisms, account for
various occurrences which were mystifying until the micro-
biologist found the explanation. For example, there is the
story of a gun which was salved some years ago from one of
the sunken galleon of the Spanish Armada. When it was
hauled on the deck of the salvage ship it was found to be
quite warm, and as it lay there it became hotter still. To the
curious sailors the ship's doctor explained that the gun had
been in action and had not cooled down. To-day the true
explanation is known. As the gun lay on the floor of the
ocean it had undergone graphitization and micro-organisms
had covered the cast iron with a shell of iron sulphide
which, on exposure to the atmosphere, had oxidized so
rapidly as to generate heat in the changed iron.
Fixation of Nitrogen
Even more intriguing is the fixation of nitrogen by two
types of micro-organisms present in the soil. These are
azotobacteria, which live as free agents and require certain
carbohydrates for the purpose, and certain symbiotic
bacteria, which inhabit the roots of clover and beans and
produce the nodular swellings in them. In contrast with the
elaborate methods of the arc, Haber, cyanamide, and other
processes which man has evolved, these organisms can form
nitrogeneous compounds from elementary nitrogen with
ease. Other bacteria can synthesize protein from inogarnic
nitrogen, that is, utilize free ammonia or ammonium sul-
phate to build up proteins, which are as necessary to
plants and bacteria as to human beings.
Micro-organisms have indeed been deliberately and
scientifically used in industry for some years more widely
than is generally realized. They play an important role in
the dairying industry, in the conversion of milk into butter
and cheese, and pure cultures of lactic-acid producing
bacteria are readily available. In the tank retting of flax and
hemp the stems are soaked in water inoculated artificially
with a mixed bacterial flora, while in tobacco fermentation
the flavour of the finished product depends on the par-
ticular grouping of the micro-organisms involved in the
process. Bacteria, too, are used in making silage for cattle
and in the fermentation of cocoa and coffee. More generally
known is the fact that sewage disposal is essentially a
bacterical process, depending in the final stages on the
nitrifying bacteria used in the filter beds.
WELDING CONTRACTION AND "LOCKED-UP"
STRESSES*
From The Engineer (London, Eng.), May 28, 1943
A great deal has been written on welding contractions
and "locked-up" stresses, but considerable misunderstand-
ing still exists on this subject even among those who have
long experience of welding. Possibly this is due in part to the
tendency of some writers to enter into too many technical-
ities and complications. It is essential to welding progress
in this country that it should be generally recognised that
locked-up stresses cannot be disregarded, but they can be
avoided provided certain fundamental principles are fully
understood.
When a bar of iron is heated, as shown in Fig. 1, i.e., with
freedom in all directions, it returns to its original length
and diameter on cooling, and there is no contraction or
residual (locked-up) stress. When, however, a bar is heated,
as in Fig. 2, with ends restrained against expansion, all the
excess volume of metal must go laterally, to increase the
diameter of the bulge. On cooling, this excess metal cannot
return to its proper place, so that the bar contracts in
Fit I.
^
Tension q
— "■ ■* — Compression
Contract
"'""'ï
-
-a
\
Cap reduced
h- Weld
Fig. 5. COOL
(Note that locked up stresses are the
reverse of stresses in Fig 4 )
^J JgContrattion from 2 weldt^L \^_
Fig 6. BEFORE WELDING
Fig. 7, ONE LEG WELDED.
"\f- Contraction from 1 wetd~^r\*~
Fig 8. BOTH LEGS WELDED.
Wedie
( K7^
taunt gaps
Fig. 10. AFTER FIRST WELD.
(Hole thai stresses are
the opposite of Fig. 8.)
9. BEFORE WELDING.
mction from
el J
Fig. 7 7. AFTER SECOND WELD.
(Note that contractions are
balanced and there are no
■dual stresses.)
length, leaving a permanent bulge, and the cool bar is
shorter than the original length. In other words, the centre
part of the bar has been "upset" by the application of the
forces indicated in Fig. 2, while centre was plastic.
In the foregoing cases there has been no residual stress,
but imagine that in Figs. 2 and 3 the ends of the bar had
been restrained so that the bar could not contract; there
would have been a residual stress (tension) in the bar after
cooling, as shown in Fig. 4 and 5. From the above, the
following points will be noted :
(1) There will be no residual contraction or stress if the
ends are free.
(2) There will be no residual stress if the ends are free to
contract.
(3) There will be residual stress, but no contraction, if
the ends are prevented from expanding during heat and
from contracting on cooling.
In welding, these phenomena are essentially, but not
exactly, the same. In practice, it is almost impossible to
prevent some end restraint, and therefore there will usually
be some residual contraction and some residual stresses.
These can, however, be kept within perfectly safe limits if
the above principles, and the following, are understood, and
*Communicated by the Admiralty.
THE ENGINEERING JOURNAL September, 1943
521
measures are taken to counteract the undesirable effects.
In the following remarks it will be assumed that there is
contraction at each weld, as is usual, owing to the progres-
sive nature of welding, which is attended by restraint and
"up-setting" due to the solidification of weld metal behind
the arc. Fig. 6 shows a simple structure prepared for welding.
After one leg has been welded, the conditions will be as
shown in Fig. 7, that is, the overall length will have con-
tracted, but there are no internal residual stresses. Fig. 8
shows the conditions after the second weld has been made.
There are residual locked-up stresses, and it will be noted
that these are entirely due to the second weld. This condi-
tion can be avoided by the procedure indicated in Figs. 9,
10, and 11. Strictly speaking, the wedge should be with-
drawn half way before commencing the second weld,
otherwise the cooled weld metal of the first few inches would
act instead of the wedge, and the stresses shown in Fig. 10
would partially remain, but reduced by the contraction of
the second weld.
It has been noted that the stresses shown in Fig. 10 are
the opposite of those shown in Fig. 8, i.e., they are the
opposite of the residual stresses it is desired to avoid. It will
also be noted that if a wedge were driven into the upper
gap in Fig. 7, it would produce the same sort of stresses as
shown in Fig. 10. This observation is of extreme importance
in considering the application of these principles to a large
structure such as a ship. It leads to the conclusion that the
deck butts should be forced apart before welding. This is the
exact opposite of what usually happens in practice. The
common practice is rather to pull the joints together, thus
producing tension instead of the desirable compression.
This tension is added to the tension caused by the contrac-
tion of the weld and therefore the residual or "locked-up"
stresses are increased.
It can be seen from the foregoing that unless proper
precautions are taken a welded ship can easily develop quite
heavy tension in the upper parts of the structure, such as
sheer strakes and decks. She starts life with this stress. A
new ship, being light, is very commonly in a "hogging"
condition, which increases the tension in the deck. Again a
new ship, being launched, may not have all its machinery on
board, which increases the hogging tension. Further, it may
be that if tide conditions, etc., are not exactly right, she
may "tip" — i.e., pivot about the end of the ways — pro-
ducing a further serious increase in the tension. Other
circumstances tending to increase this tension are: Exces-
sively cold atmosphere with a relatively warm sea; heavy
weather, causing alternating hogging and sagging stresses;
state of loading and ballasting, etc. When, in addition to
these conditions, there are geometrical features of the
structure tending to cause local concentrations of stress,
there is real danger of failure.
It has been suggested, in discussion on "locked-up"
stresses, that these tend to relieve themselves by local
plastic deformations at the points where the stress is over
the elastic limit. There is small comfort in this theory. It is
fallacious for two reasons: Plastic deformation only takes
place at stresses above the yield point, and ceases when the
stress is reduced to this point, so that stresses up yield point
can remain in spite of the plastic deformation. (2) The extent
of plastic deformation is dependent to a large extent upon
the degree of restraint. In a narrow strip, such as a tensile
test piece, plastic deformation takes the form of reduction in
width and thickness, balanced by increase in length, so that
the volume of metal is unchanged. In a large expanse of
plate, the increase in length can only be compensated by
reduction in thickness (not in width), and therefore
fracture may occur at a much smaller elongation.
Nevertheless, plastic deformation due to over-stressing
does tend to equalise stresses, and is therefore helpful, but —
a very important "but" — it cannot reduce the overall type
of stresses likely to develop in large structures due to
disregard of the precautions suggested above. Also, such
attempts to equalise stresses by over-loading are attended
by considerable danger of failure, specially in complicated
structures.
The outstanding moral to be drawn from these observa-
tions is that locked-up stresses cannot be overlooked, but
they can be avoided. It is essential that these fundamental
principles should be widely and thoroughly understood, and
fully appreciated, so that they can be intelligently applied.
There is quite a widespread tendency to believe that con-
traction, distortion, and "locked-up" stresses are inherent
and incurable defects, inseparable from welding. This can
only be due to lack of understanding of the nature, causes,
and cures. Much the same attitude was prevalent in
relation to many diseases, such as small-pox and other
plagues, before medical science "debunked" them.
LEAD IN WAR
From Trade and Engineering (London, Eng.), July, 1943
Since the invention of firearms lead has always been one
of the most important munition metals. It is as essential
for the production of modern small-arms ammunition as
it was for the manufacture of musket-balls years ago. In-
deed, quick-firing automatic rifles and machine-guns
"consume" such vast quantities of ammunition that the
current demand for lead for this purpose, far exceeds any
comparative figures of past wars.
Ammunition is, however, not the only "war-consumer"
of lead. Considerable quantities of the metal are used in
the equipment of munitions and chemical factories. Addi-
tional quantities are needed as anti-corrosive coatings for
military purposes. Lead in the form of tetra-ethyl-lead is
needed for aviation spirit. Military radio and field telephone
equipment is very dependent on lead. Lead goes into the
bearing metals of heavy guns and tanks. It forms an essential
part of the solder for any type of equipment. The storage
batteries of a submarine absorb as much as 250,000 lb. of
lead, and a similarly large quantity of the metal is used in
other parts of each submarine, including about 200,000 lb.
for ballast.
Not a Scarce Metal
At first sight it might be supposed that lead to-day is
one of the scarcest metals. In fact, however, it is the least
scarce of all the major non-ferrous metals under the control
of the United Nations. Shortage of shipping space, however,
sets a strict limit to lead imports into this country, and
therefore, although lead is produced in this country in
sizable quantities, the greatest economy in its use for non-
military purposes remains essential. In the United States,
where sea transport considerations for lead are less im-
portant than in this country (the bulk of the supplies being
produced domestically or imported over land routes) lead
is the only important metal which is not on the "critical
list". The War Production Board of the United States has,
in fact, released lead as a substitute for other metals, in-
cluding steel. It has, moreover, accumulated such substan-
tial reserve stocks during the past 18 months that the United
States has from the beginning of this year discontinued
the import of lead from Canada and Australia and has re-
duced the priorities on lead shipments from South America.
This remarkably favourable allied lead supply position
is due to a number of causes. First of all the United Nations
control the great bulk of world production. In the best pre-
war year (1937) the world's lead mines produced close on
1,660,000 metric tons. Of this quantity not more than
248,000 tons were produced in Axis-controlled Europe. The
same block of territories consumed in 1937 no less than
565,000 metric tons of lead. Japan, whose consumption
averaged 120,000 tons a year immediately before this war,
does not produce more than 10,000 tons domestically. In
the Asiatic "Co-prosperity Area" the Burma Corporation's
Bawdin mines, in the Federated Shan States (Upper Burma,
near the Yunnan border), are the only major source. Before
this war these mines produced between 80,000 and 85,000
tons of lead, but during the evacuation all the equipment
522
September, 1943 THE ENGINEERING JOURNAL
was wrecked, and so far not even the Japanese have claimed
that they have restored normal production at Bawdin.
Producing Areas
The United Nations draw their lead chiefly from two
continents, America and Australia. The United States,
whose mines production amounted to 416,000 metric tons
in 1937 but has since increased to 500,000 tons, is the world's
largest producing area. Mexico and Canada, which produced
218,000 and 187,000 metric tons respectively in 1937 and
have expanded their mines output during the war, are the
third and fourth largest producing countries. In addition
considerable quantities of lead are mined in the smaller
American producing countries, of which Peru, Newfound-
land, and Bolivia are the most important. In all, America's
production of 922,000 tons in the pre-war record year repre-
sented over 55 per cent of world production.
Australia (the Broken Hill mines in New South Wales
and the Mount Isa mine in North Queensland) is the world's
second largest producing area, with an annual pre-war out-
put of 250,000 tons (15 per cent of world production). There
are some smaller sources of supply at the disposal of the
United Nations such as the United Kingdom production,
the African output from Northern Rhodesia, South- West
Africa, and French North Africa, and the Russian output
in Caucasus, Urals, and Siberia, which in the pre-war record
year produced together 130,000 metric tons (8 per cent of
world production) but have undoubtedly expanded their
output during the war. As the great bulk of the world's
lead — unlike zinc, the mining of which is closely associated
with that of lead — is smelted in the mining areas and there
is a considerable excess of lead refining capacity in the
United States, the United Nations have no technical diffi-
culties in utilizing their great supplies of lead ores to the full.
New supplies of lead are supplemented by secondary sup-
plies. As the great bulk of the lead is used in metallic form
and in very handy shapes (pipe, sheet, plate, etc.) secondary
recovery from old scrap reaches high levels. The United
States, the only country which publishes regular scrap re-
covery figures, recovered in 1941 no less than 380,280 short
tons of lead from "old scrap" alone, to which a recovery of
17,136 tons from "new scrap" (the waste in the manufac-
ture of lead products) has to be added. In this country,
too, scrap lead recovery must have reached very high figures
since the outbreak of war as a direct result of the demolition
of bombed buildings.
Restrictions on Use
The large primary and secondary supplies, however, are
not the only and probably not even the chief reason for
favourable allied lead position. Dislocations in consumption
through the war play an important part in bringing about
the comfortable supply situation. The main characteristics
of lead are its high specific gravity, its softness, its low
melting point, its unusual malleability, its resistance to
corrosion and acids and its low electric conductivity. These
properties have assured the metal a very wide variety of
industrial uses, but in normal times there are two industries
which account for the great bulk of the consumption, the
electrical industry (including battery manufacturing) and
building. In average peace conditions about 28 per cent of
the lead goes into storage batteries and another 14 per cent
into electrical cable coverings. Building absorbs about 11
per cent of total supplies in the form of pipes, sheets, and
coatings for structural metals, and uses another 20 per cent
of supplies in the form of paints (white lead, red lead, and
litharge). All other uses, of which ammunition, foil, solder,
bearing metals, typemetals, and calking, are the most im-
portant, thus account normally for less than three-tenths of
total consumption. To-day building is an idle industry and
electrical manufactures, with the exception of those of im-
mediate importance to the war, have ceased. Many of the
minor uses, too, are severely restricted. As a result the war
industries do not find it difficult to meet their much in-
creased requirements for direct munitions production, for
the manufacture of battery plates and for similar uses which
have been vastly expanded through the war.
The comparatively comfortable allied lead supply posi-
tion has resulted in certain developments which may prove
of lasting importance to the future position of this metal.
In all other metals the existing shortage of supplies has
not only stopped scientific research into the development
of new uses for the duration of the war, but has also stimu-
lated an intensive search for suitable substitutes. In the
case of lead the position is exactly reversed. Here active
research has been initiated, especially in the United States,
Canada, and Australia, to find new uses for lead by
substituting it for scarcer metals.
THE POSITION OF MANUFACTURING . . .
(Continued from page 514)
ment. In the field of recreational services it is conceivable
that the number employed could well be ten or more times
the present amount. The shorter working hours and the
decreased working years that appear inevitable will
obviously increase the need for recreational services,
comprising not only facilities for active forms of recreation
such as playing fields and buildings for competitive sports
and national and provincial parks and holiday sites, but
also a vocational training and facilities for persons of
sedentary habits.
Antagonism to the radical extension of useful services
would probably be met from the generally held but errone-
ous opinion that the cost would be a heavy burden on the
taxpayer. Such services are truly self-sustaining just as
truly as in the case of the farm that produces useful needed
food or the industry that produces useful needed goods. The
exchange of food, fuel, goods and other services for these
extended services would almost certainly be handled by
taxation, but this would not alter the fundamental fact
that they are self-sustaining.
There are two schools of thought on the future conduct of
industrjr. One holds that the present system of free enter-
prise should continue, the other that there should be a large
measure of socialism. The free-enterprise system inevitably
tends towards the creation of facilities for production of
goods in excess of the average demand for goods. This is
good from the standpoint that it also creates competition
for the available market, which in turn tends to the wholly
desirable result of lower costs to the consumer. The excess
capacity, however, also makes it difficult to have production
match the market, and when production falls out of
balance with the market, unemployment results. Such
unemployment is temporary and can be cared for by social
insurance and the release of construction projects, whereas
failure to plan for increasing employment in useful services
will create permanent unemployment. The ideal set up may
well be free enterprise for industry and socialism for those
services, with an acknowledged responsibility on the part of
the services to provide a much larger share of employment
than in the past.
THE ENGINEERING JOURNAL September, 1943
523
From Month to Month
ENGINEERS IN ORDNANCE
Even in these days of free and frequent criticism no one
desires to say or do anything that might in any way retard
the conduct of the war. Actually, there is a real apprecia-
tion of the good work that is being done by so many in the
public and active services, but sometimes conditions develop
or are exposed to the public that appear to be out of all
reason, and in the absence of any plausible explanation
there is a natural inclination to make comment or to ask
questions. Conditions within the Royal Canadian Ordnance
Corps seem to come within this category.
For many months the Journal has been reprinting ma-
terial which has been supplied to it by the War Office in
London. This material has told something of the story of
engineering activity in the Imperial Army as performed
by the Royal Electrical and Mechanical Engineers' Corps,
the successors to the engineering side of the Royal Army
Ordnance Corps. The thought was that this was news of
special interest to engineers, and that in some way its
appearance in the Journal might support Canadian officials
in initiating a similar set-up in the Canadian forces. To
date there appears to be no evidence that the latter hope
was justified.
The failure to give engineers promotions and senior re-
sponsibilities in the R.C.O.C. has resulted in too many
well qualified persons seeking places in other services. This
is demonstrated strikingly by figures published not long-
ago in the University of Toronto Monthly relative to
students. Here is the statement:
"Figures recently compiled by contingent headquarters
show that 402 members of the contingent are now-
being considered for advanced training by the three
services. By units there are as follows: Navy Technical
Officers, 39; R.C.A.F. Technical Officers, 35; Armoured
Corps, 48; Artillery, 82; Engineers, 79; Ordnance
Mechanical Engineers, 5; Signals, 62; Infantry, 36;
Machine Guns, 6; Chemical Warfare, 9; Camouflage, 1."
Surely there is something wrong as far as Ordnance is con-
cerned, and the answer isn't that the men are not needed!
The Institute, through its Committee on the Engineer
in the Services, has made many direct inquiries as to the
merits of the R.E.M.E. set-up. These inquiries have included
cables and letters to members overseas — both in military
and civilian circles — conversations with R.E.M.E. officers
who have been in this country, and communications direct
from R.E.M.E. headquarters in England. An interview has
been had also with the Master-General of the Ordnance
at Ottawa. All these sources of information, although not
always in agreement, have combined to give the definite
impression that the present Canadian arrangement in com-
parison to R.E.M.E. is inefficient, inadequate and inde-
fensible. The R.E.M.E. corps in actual combat has proven
the value of a separate corps. As the Canadian Army closely
follows the organizational set-up of the British Army, it is
difficult to see why this change has not been adopted. Our
Canadian divisions are quite likely to go into action as
part of a British corps or army, as has occurred in Sicily
and Italy.
Frequently in articles and addresses on the R.E.M.E.,
both in Canada and England, one can now detect the im-
plication that the refusal of Canada to follow the proven
course of the British authorities is based on the selfish in-
terests of non-technical persons in the Royal Canadian
Ordnance Corps. For instance, in Saturday Night of August
21st in an article dealing with R.E.M.E. and Ordnance,
it is said, "Unfortunately in Canada, where it is one jump
from a department store to a full colonelcy and where the
Permanent Force is intent on holding all it has and getting
more, military efficiency has not always been the prime
consideration" and "From the preponderance of Stores
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
officers in the higher ranks it would appear that loss of
prestige on the Socks and Shirts side may have been the
determining factor." If this be true, a serious condition is
indicated and should not be passed over lightly.
For a long time letters have been coming to Headquarters
from members who are actually experiencing the things
of which complaint is being made. Two of them are pub-
lished in this number of the Journal. For obvious reasons,
the writers' names have been omitted. These are not isolated
letters, but are selected from many because they are typical.
Most of the conditions complained of in these letters and
by engineers generally would be overcome under a R.E.M.E.
set-up, because engineers would then be in complete charge
of their own work and could render their maximum of effort
which many of them feel they cannot do under present
conditions.
The Journal's interest in these matters is based not so
much on the interests of the engineer as on the national
interest. The engineer is in great demand in all three services
and he doesn't need to go to Ordnance if he doesn't want
to. However, this is the kind of work he is specially qualified
to do and in many instances desires to do.
If the supply has not been equal to the demand, the
blame cannot be placed on the engineers.
Later. See page 526. "Has it Actually Come to Pass?"
WARTIME BUREAU OF TECHNICAL PERSONNEL
Elsewhere in this Journal is printed an abridgment of
the annual report of the Bureau for the fiscal year ending
last March. It is not sufficient to submit this to readers
without comment. So many things of vital importance are
touched on, and the accounting is done so modestly that it
behooves someone else to emphasize the important points
and to offer congratulations and praise to those who have
actually done the work.
Of all the war organizations established at Ottawa, it is
doubtful if any have functioned more satisfactorily or with
less trouble to the authorities. The job was given to the
technical societies; they have been left along to do it, and
it has been done. The success of the Bureau is a genuine
tribute to the professions involved in it. It is but further
proof that the engineer is the one best qualified to admin-
ister his own work. It is too bad that certain other organ-
izations do not recognize this plain truth.
Many persons are forgetting that the Bureau is still
operated by the three national organizations that were first
invited by the Minister of Labour to establish it; and that
the responsibility for it still rests on those societies. This
co-operative effort between the( 'anadian Institute of Mining
& Metallurgy, the Canadian Institute of Chemistry, and
the Engineering Institute of Canada, has been a pleasant
and profitable experience. It may well be the model for
many further enterprises.
One of the most useful accomplishments of the Bureau
has been the development of co-operative relationship with
the three active services, whereby sonic order and balance
could be established for the distribution of engineering and
science students upon graduation. The Bureau lias done
many things to help solve the confused and disturbing con-
ditions that prevailed in the universities.
The figures given in the report do not begin to tell the
story. The stabilizing effect of the Bureau's work, which
524
September, 191.3 THE ENGINEERING JOURNAL
has been one of its greatest accomplishments, cannot be
expressed in figures. No other group of workers has wasted
less time in idle wonderings and lost motion. The advice
and counsel offered by the Bureau has been taken by un-
numbered hundreds of technical personnel and employers.
The figures of 11,730 personal interviews in one year gives
some idea of the extent of this one phase of the work.
Engineers throughout Canada should take much satis-
faction from the work that has been done. Their ready
acceptance of the controls, and their whole-hearted co-opera-
tion, have made possible the splendid showing that is dis-
closed within the report.
The Engineering Institute offers to the director and staff
of the Bureau its congratulations. Not only have they done
a good job for the nation, but they have done a good job
for the profession as well. Through representation on the
Advisory Board, the Council of the Institute has a close
association with all activities, and therefore is well qualified
to offer these felicitations.
THE PRESIDENT'S WESTERN TOUR
The itinerary for the president's visit to the western
branches next month has just been completed. Present and
past officers are invited to accompany the president on all
or part of the tour.
The president will be accompanied by Mrs. Cameron
and the general secretary, L. Austin Wright.
Lv. Toronto Sunday Oct. 3rd 10.55 p.m.
Ait. Winnipeg Tuesday Oct. 5th 9.30 a.m.
Lv. Winnipeg Tuesday Oct. 5th 9.00 p.m.
Arr. Regina Wednesday Oct. 6th 6.40 a.m.
Branch .Meeting— Oct. 6th— 6.30 p.m.
Lv. Regina !.. Thursday Oct. 7th 7.40 p.m.
Arr. Calgary Friday Oct. 8th 9.20 a.m.
Bianch Meeting— Oct, 8th— 6.30 p.m.
Lethbridge — Branch Meeting — Saturday 9th at noon
Lv. Calgary Sunday Oct. 10th 9.15 a.m.
Arr. Sicamous Sunday Oct. 10th 8.30 p.m.
By motor to Kelowna — Luncheon Meeting Monday noon
Lv. Sicamous Monday Oct. 11th 9. 10 p.m.
Arr. Vancouver Tuesday Oct. 12th 9 20 a.m.
, Branch Meeting Tuesday 12th of Wednesday 13th
Student Meeting
Lv. Vancouver Thursday Oct. 14th Midnight
Air. Victoria Friday Oct. 15th 7.00 a.m.
Branch Meeting — Friday 15th
Lv. Victoria Sunday Oct. 17th 1 .20 p.m.
Arr. Vancouver Sunday Oct. 17th 6.35 p.m.
Lv. Vancouver Sunday Oct. 17th 7. 15 p.m.
Arr. Calgary Monday Oct, 18th 7.35 p.m.
Lv. Calgary Monday Oct. 18th 11 .45 p.m.
Arr. Edmonton Tuesday Oct. 19th 6.25 a.m.
Branch Meeting — Tuesday 19th
Macdonald Hotel 6.30 p.m.
Lv. Edmonton Tuesday Oct. 19th 10.15 p.m.
Arr. Saskatoon Wednesday Oct. 20th 11.35 a.m.
Branch Meeting — Wednesday 20th
Student Meeting
Lv. Saskatoon Thursday Oct. 21st 12.10 p.m.
Ait. Winnipeg Friday Oct. 22nd 8. 10 a.m.
Branch Meeting — Friday evening 22nd
Student Meeting — Friday afternoon 22nd
Council Meeting — Saturday 23rd
Lv. Winnipeg Saturday Oct. 23rd 8.30 p.m.
Arr. Fort William Sunday Oct. 24th 7. 10 a.m.
Branch Meeting at-Port Arthur — Monday evening
October 25th
Lv. Port Arthur Monday Oct. 25th 11.20 p.m.
Arr. Franz Tuesday Oct. 26th 8.48 a.m.
Lv. Franz Tuesday Oct. 26th 11 .20 a.m.
Air. Sault Ste. Marie Tuesday Oct. 26th 6.55 p.m.
Branch Meeting — Wednesday evening Oct. 27th
Lv. Sault Ste. Marie Thursday Oct. 28th 4.10 p.m.
Arr. Sudbury Thursday Oct. 28th 9.55 p.m.
Lv. Sudbury Friday Oct. 29th 12.25 a.m.
Arr. Ottawa Friday Oct, 29th 8.45 a.m.
Arr. Montreal Friday Oct, 29th 11.15 a.m.
GIFTS TO THE INSTITUTE
Many educational and technical organizations are aided
materially by gifts of money from members and well wishers.
A great deal of the good work done by such organizations
is made possible solely by reason of this assistance.
Engineering societies in England and the United States
have benefitted from this much more than have similar
organizations in Canada. Sometimes an endowment is left
whereby an annual feature such as a prize on a series of
lectures is made possible. In other instances, a sum is made
available for a single specific purpose such as a building
or a library, or the printing of a special paper. In other in-
stances, the disposal of the money has been left to» the
judgment of the officers of the society.
Perhaps the most noticeable gift of this kind was made
in 1904 by Andrew Carnegie, when he turned over to the
senior engineering societies in the United States 1 3^, million
dollars to be used to meet part of the cost of a headquarters
building and a club for engineers. This contribution made
possible the establishment of an engineering centre, the
like of which is not equalled anywhere else.
The Engineering Institute could make splendid use of
any extra monies that members or friends would care to
contribute. Perhaps some members would like to do this
through their wills. For their benefit, it can be said that
legal advice has been secured on succession duties, and the
fact has been established in England that organizations
such as the Institute are admitted to the group to which
exemption from duties applies.
For such contributions there are several uses. If enough
money were secured this way it should be possible to rebuild
a portion of Headquarters so that Canada, like the United
States, might have a professional centre. The library is
always in need of new books, and smaller sums could be
well used in this manner. The establishment of prizes and
the printing of certain technical papers might also be worthy
objectives. Additional assistance to students and young en-
gineers is an important field that would thrive materially
under the stimulus of financial assistance.
The purpose of this article is to suggest to those members
who have enjoyed greater financial success than others,
that through contributions to the Institute they may extend
their good works to the betterment of the profession and
the Institute.
HOUSING AND COMMUNITY PLANNING
The following editorial has been taken from the Septem-
ber issue of the Municipal Review of Canada. The subject
is one for consideration of engineers, and the reference to
the Institute in the last paragraph may not be inappro-
priate.— (Ed.)
"This coming season the School of Architecture of
McGill University is presenting an extension course of
twenty lectures on "Housing and Community Planning,"
the course covering certain economic, social and political
aspects of planning and zoning, but we note that very
little will be said about the physical structure of planning.
For some years now the economists and the sociologists
have claimed the right to take a major part in town plan-
ning and zoning, and undoubtedly there is much to be said
for their claim, but not for a principal part, for the reason
that town planning is primarily a physical and not a social
science. It is true that in every comprehensive city plan
the social side and the economics of the community must
be given wide consideration, but to assume that such con-
sideration should take priority over the physical aspects
of the district is to assume that the tail should wag the dog.
"The most successful piece of town planning on the North
American continent is the Chicago Plan of 1908 — the carry-
ing out of which has changed one of the most ungainly and
ugly of cities to one of the finest on this continent. Just after
the Chicago Exhibition of 1893 closed, a committee of local
business men called upon D. H. Burnham, the eminent
THE ENGINEERING JOURNAL September, 1943
525
architect of Exhibition, and asked him if he. would prepare
a comprehensive plan for the city and district of Chicago.
Burnham, who loved his Chicago, answered in the affirma-
tive ; but he also stated that a sketch plan would cost in the
neighbourhood of $75,000, and that he would not undertake
the job unless the committee were prepared to put up an-
other $75,000 to sell the plan to the people of Chicago.
"Within fifteen minutes the money was on the table,
and that eventful meeting marked the beginning of events
leading up to first, the Chicago Plan and then the Chicago
Commission to carry out the plan. The Chicago Plan was
a wonderful success from the beginning because intelligence
was used in educating the common people to be Chicago
Plan minded through series after series of sketch plans of
the physical structure itself. There were no public talks or
lectures about the social and economic aspects of the plan.
The plan itself was thrust at the citizens and they responded
100 per cent. It was a story good enough to be told without
frills.
"There being now no Canadian Town Planning Institute,
we would suggest that the two national institutions — the
Canadian Architects Association and the Engineering Insti-
tute of Canada — should make town planning and zoning
from the physical point of view a major part of their activi-
ties, particularly as the tendency of the Federal Government
is to insist that any community seeking federal housing aid
must first have a town plan and a set of zoning by-laws."
GREETINGS FROM ARGENTINA
The following greetings have been received at Head-
quarters through the Canadian legation at Buenos Aires.
Argentine Center of Engineers
Buenos Aires, July 6th, 1943.
To H. E. The Envoy Extraordinary and
Minister Plenipotentiary of Canada,
Dr. W. Turgeon
On the occasion of the anniversary of Dominion Day of
the Dominion of Canada, I have the honour to address
Your Excellency, worthy representative of her interests,
and beg of you to convey to the engineers, architects and
land surveyors of Canada the cordial greetings of the
Argentine engineers, as a tribute on this glorious date.
We wish to express our emotion and complete solidarity
in the defence of the principles of liberty and equality, the
most noble attributes to the peoples of America and to
express our hearty wishes for the prosperity and develop-
ment of our brother and friend, Canada.
Please accept, Excellency, the assurances of our most
distinguished consideration.
(Sgd.) Engineer Raul Martinez Vivot, Secretary.
(Sgd.) Engineer Luis V. Migone, President.
The letter has been acknowledged by the president of
the Institute and the chairman of the Committee on Inter-
national Relations.
ENGINEERS AS AMBASSADORS
It is recognized readily that one of the few good things
that have come out of this war is the better relationships
between those countries that are collaborating in the defeat
of the enemy. This goes all the way from governments to
individuals. The necessity of collaboration has forced people
of different countries to know each other, and there is no
better way of overcoming prejudices and ignorances than
to work together in a common cause.
One of the greatest influences for good in this field has
been the engineer and science worker. These groups in all
the allied countries have worked together very closely. The
confidences which have been exchanged, the joint efforts
which have been made, the community of interest and effort
not only have produced miracles that have confounded the
enemy but have laid foundations for international goodwill
that may well be the principal contribution towards this
desirable end.
These technically minded people travel from country to
country to assist their fellow workers. The urgency of their
work usually requires air transport, and the confidential
nature of their missions usually demands no publicity. Thus
the ordinary citizen is seldom aware of the internationally
famous persons who are shuttling in and out of his country
constantly. It seems too bad that the stories of the work
of these miracle men are kept so quiet, for they are quite
the most interesting narratives of the war, but of necessity
we will not know of them until the war is over — and perhaps
not then.
Much of the work of these groups is for destructive pur-
poses but much of it can be converted to aid in better
peace-time living. However, one of the great things they
have done for their countries which will be converted full-
fold is the establishment of international goodwill based on
mutual respect, admiration and affection.
CHEMISTS REORGANIZE
If a scheme now under consideration materializes, Cana-
dian chemists and chemical engineers will probably request
their present chemical societies to commit hara-kiri in favour
of one national chemical organization. These three societies,
the Canadian Chemical Association, the Canadian Institute
of Chemistry, and the Society of Chemical Industry (Cana-
dian Section), have long conducted a co-operate policy in
a number of directions, including the holding of an annual
Canadian chemical convention. At the convention last May,
in Montreal, a resolution was passed empowering the Coun-
cils of the three organizations to proceed with the drafting
of a scheme for the formation of one national chemical
organization. Accordingly, the Councils appointed a Joint
Committee on Chemical Reorganization to study the situa-
tion and draft a report in agreement with the resolution.
The Joint Committee has already met twice and it is under-
stood that discussions have proceeded to a point where the
essential features of a new organization have been agreed
to and need only be written in report form for submission
to Councils.
The proposed national organization would, according to
the views expressed at the convention, include both profes-
sional and non-professional members and permit one strong
organization in place of divided responsibility as evidenced
at the present time. No professional standards are to be
sacrificed. It is estimated that the Wartime Bureau of
Technical Personnel presently has on file approximately
6,000 qualified chemists and chemical engineers who would
conceivably become members of the new organization, com-
pared to the 2,000 or so members presently affiliated with
one or more of the three existing organizations.
HAS IT ACTUALLY COME TO PASS?
Apparently something has happened in the Canadian Ann y in Italy
as far as the Ordnance Corps is concerned, for, in the London Free Press
of September 11th, appears a dispatch from the Canadian Press War
Correspondent, Ross Munro, which is quoted below.
He definitely states that the Royal Electrical and Mechanical Engineers
are a unit formation of the Canadian Army. This is very interesting,
and will be good news if true.
■With Canadians in Italy, Sept. 8 — (CP Cable) — Even repair unit
formations of the Canadian Army — Royal Electrical and Mechanical
Engineers — have taken prisoners in this strange advance through the
Italian toe.
"One party of about 15 officers and men went along a road beyond the
forward Canadian patrols and nearly a battalion of Italians surrendered
lo them. There were two colonels, two majors, eight other officers and 586
other ranks who gave up. The Italians were fully armed, in defence
positions, but they gave up without a fight even to this tiny group."
526
September, 1943 THE ENGINEERING JOURNAL
WASHINGTON LETTER
This is not strictly a Washington Letter as it is being
written as I sit on a beach on the shores of beautiful Lake
Memphremagog. Like so many of my pro-tem countrymen,
I decided to bring my family to Canada for our vacation. In
any event, as this is being written, the French-Canadian
city of Quebec — one of the oldest cities in the new world —
has eclipsed both Washington and London as a focus for the
attention of the world. The conference now being held in the
ancient Citadel on the ramparts of the Plains of Abraham
will take a ranking position among the historic conferences
of the North Atlantic and Washington and Casablanca.
The choice of a meeting place in French Canada has a
significance far beyond considerations of the French
Committee or the Bloc Populaire although these, no doubt,
come within the meeting's province. Actually, the choice is
yet another indication of the recognition on the part of the
outside world of the important and key position of Canada
in world affairs.
Hyde Park and Ogdensburg were also important con-
ferences for Canada. Canada is recognised as the third
largest trading nation in the world ; she is the fourth greatest
military power of the allies and the fourth largest munitions
producer. Some of the implications of her trading position
will be seen in the post-war trade pacts which the Hon-
ourable Hector McKinnon recently went to London to
negotiate. Her military importance is attested to by her
share in the strategic discussions at present under way at
Quebec. Parenthetically, the recent Saturday Evening
Post editorial on Canada's naval contribution is worth
reading. Canada's amazing production job has won her a
place on the Combined Production and Resources Board — a
privilege not enjoyed by any other Dominion. Membership is
certainly a privilege but a reading of the terms of reference
of the Board will indicate that it is also a very real respon-
sibility. An important meeting of the board was convened
at Ottawa not long ago. The C.P.R.B., its sub-committees
and the new Combined Export Market Board will play an
increasingly important part in shaping the industrial and
production policies of the United Nations and, later, of the
world.
In financial matters, Canada's voluntary contribution to
the United Kingdom and other United Nations has, on a per
capita basis, been several times the amount extended under
lend-lease. Her new Mutual Aid Plan will embody new and
interesting principles and will carry the process still further.
The activities of the National War Finance Committee
under the chairmanship of Mr. G. W. Spinney, and now
under Mr. Graham Towers, constitutes a proud record as
does also the percentage of Canada's war costs which is
borne by taxation. The Canadian plan for international
currency stabilization was admittedly a step forward from
both British and American plans.
In the diplomatic sphere, Canada has always been re-
garded as a go-between for the United Kingdom and the
United States. In this particular service, it is hoped that
Canada may soon take her place at the Pan-American
Conference. Her chair has always been there. For a number
of reasons, Canada may also be in a better position than
anyone else to act as an intermediary between Russia and
the United States and the United Kingdom. Recent events
indicate that the need for such an intermediary will be very
great. A glance at air maps of the northern hemisphere
indicate clearly that Canadians may shortly be talking
about "Our Great Neighbour to the North ." This may
be a very compelling reason for reaching a sympathetic yet
realistic understanding with Russia. Many of the post-war
political decisions will be so finely balanced that Canada's
weight on one side or the other may be a deciding factor.
Canada does well to insist on the principle of a hearing for
smaller nations and Mr. Brooke Claxton does well to insist
on a Canadian foreign policy. It is interesting to note that in
appointing the Honourable Ray Atherton as Minister to
Canada, the United States chose one of her senior diplomats
and the former head of the Division of European Affairs of
the State Department.
When we turn to the vital matter of post-war air policy,
we find that Canada's air is strategic. This is especially true
in respect to the very real possibility of trans-polar flying.
Air maps show Winnipeg as the hub of the air world. In the
phrase of the Honourable C. G. Power, "Geographically,
Canada is sitting pretty." Canada has always been air-
minded. Until the last few years, when she was nosed out by
Russia, she held the world's air freight record — and not a
per capita record either. She has been the home of the
British Commonwealth Air Training Scheme and may well
end the war with a quarter of a million Canadians trained
in the various branches of aviation. Two great air routes,
the North East and the North West staging routes are in
operation and a vast network of airfields and ground
facilities, representing a capital outlay approaching half a
billion dollars, will be at her disposal. It is hoped that the
bargaining power inherent in Canada's geographic position
and in respect to the defence of her various approaches will be
subjected to wise diplomatic negotiations on the part of all
concerned. Tied up with air policy, is the development of
Canadian North Country. The late Lord Tweedsmuir never
tired of talking of Canada's northern potentialities and this
far-seeing statesman felt it to be part of his task as Governor-
General to travel through the North- West Country as
often as possible. Canadians should read Mr. Finnie's new
book "Canada Moves North."
On my way here from Washington, I had several days'
work to do in Montreal and was interested and, at first, a
little perturbed by a closer view of the Canadian scene.
The results of five recent by-elections were being widely
discussed. It is perhaps inevitable that the party which has
done such a splendid job should, at this particular juncture,
suffer from a public reaction against some of the stern
measures which were so necessary. Then, too, some mistakes
were unavoidable. It is also true that Canadian politics have
for some time lacked an adequate opposition and that the
C.C.F. party may, in some instances, be in a good position
to provide such opposition. It is to be hoped that one does
not have to take too literally phrases such as "a policy of
militant socialism." However, the quickening of the tempo
of Canadian political life is the important thing and the
revivification of the Conservative Party is certainly a
desirable factor. There does seem to be an unfortunate
trend towards a multiplicity of political parties which
Canada can ill afford. The example of France should be kept
in mind.
Mr. Mackenzie King's three point statement on foreign
policy is welcome but needs amplifying and implementing.
Clear statements are also needed on labour policy, on
living cost controls, on Pacific relations, on Pan-American
policy, on immigration and internal minorities, and on the
aims and methods of industrial conversion and the handling
of incompleted war contracts.
It was very gratifying to read Mr. Austin Wright's letter
to the Toronto Saturday Night in answer to the criticism
that engineers were seldom administrators.
One of the best stories going the rounds in Washington
has to do with the alleged German broadcast which opined
that the explosions of R.A.F. bombs were so severe that
pictures of Herr Hitler were seen flying out of windows for
several hours after the raid was over.
E. R. Jacobsen, m.e.i.c.
THE ENGINEERING JOURNAL September, 1943
527
JOINT MEETING
OF
THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS
AND
THE ENGINEERING INSTITUTE OF CANADA
ROYAL YORK HOTEL, TORONTO
September 30, October 1 and 2, 1943
Programme
THURSDAY, SEPTEMBER 30
REGISTRATION (The Foyer, Convention Floor) - 9.00 a.m.
STEAM POWER (Ballroom) 10.00 a.m.
Chairman: A. G. Christie, Past-President a.s.m.e., Professor of
Mechanical Engineering , Johns Hopkins University, Baltimore, Md.
Scope of Session: Changes in steam-generation principles,
particularly marine, brought about by the war, and their effect on
post-war power generation.
Effect of This War on Steam Generation, E. G. Bailey,
Mem.A.s.M.E., Vice-President, Babcock ct Wilcox Co., New York, N.Y.
DISCUSSERS
M. G. Saunders, m.e.i.c, Mechanical Superintendent, Aluminum
Company of Canada, Arvida, Que.
G. N. Martin, Jr. e. i.e., Dominion Bridge Company, Montreal.
LUNCHEON (Banquet Hall), $1.50 per ticket - 12.45 p.m.
Chairman: C. R. Young, Past-President, E.i.c, Dean of Engineer-
ing, University e>f Toronto.
Weapon Maintenance in Battle, Brigadier-General E. E.
MacMorland, Deputy Chief. Field Service Division, and Head of
Maintenance Division, Ordnance, Department, U.S.A.
TRANSPORTATION (Ballroom) 2.30 p.m.
Chairman: Lt.-Comdr. C. P. Edwards, o.b.e., m.e.i.c, Deputy
Minister, Department of Transport, Ottawa, Out.
Scope of Session: Broad treatment of railway problems and
presentation of railroad and air transport-equipment developments
during wartime and their adaptation to peacetime transportation.
s pic a kicks:
Edward Warner, Mem. a.s.m.e., V ice-Chairman, U.S. Civil
Aeronautics Board, Washington, D.C.
Lawford H. Fry, Fellow a.s.m.e., Director of Research, The
Locomotive Institute, New York, N.Y.
J. T. Bain, Superintendent of Engineering and Maintenance, Trans-
Canada Air Lines, Winnipeg Man.
F. L. C. Bond, m.e.i.c, Vice-President and General Manager,
Central Region, Canadian National Railways, Toronto.
PRODUCTION ENGINEERING (Concert Hall) - 8.15 p.m.
Chairman: H. Y . Cues, President, a.s.m.e., and Vice-Preshh /// .
Ford, Bacon ifc Davis, Inc., New York, N.Y.
Scope of Session: Summaries of outstanding contributions of
production engineering, particularly in ordnance and aircraft-
manufacture.
speakers:
Comparison of Riveting, Casting and Welding Tank Hulls,
L. E. Carr, Technical Director, British Ministry of Supply,
Washington, D.C.
Plastic Plywoods in Aircraft Construction, R. D. Hiscocks,
Engineer in charge of the structural laboratory, Aeronautical
Division, National Research Council, Ottawa.
Construction and Performance of Mosquito Aircraft, R. B.
McIntyre, de Havilland Aircraft of Canada, Limited, Toronto.
FRIDAY, OCTOBER 1
CONSERVATION OF MATERIALS (Ballroom)
9.30 a.m.
Scope of Session: Steps taken to achieve conservation of mate-
rials through modification of design, substitution of less critical
materials, and simplification. Impact on future.
speakers:
C. B. Stenning, Canadian Chairman, Joint War Production Com-
mittee an Conservation and Assistant Co-ordinator of Production,
Department of Munitions and Supply, Ottawa.
Howard Coonley, Mem. a.s.m.e.. Chairman, Conservation Divi-
sion, War Production Board, Washington, D.C; President, Walworth
Company, New York, N.Y.
LUNCHEON (Banquet Hall), $1.50 per ticket - 12.45 p.m.
Chairman: J. W. Parker, Past-President, a.s.m.e., Executive Vice-
President, Detroit Edison Company, Detroit.
Canada's War Production, H. J. CaRMICHAEL, Co-ordinator of
Production, Department of Munitions ami Supply, Ottawa.
MAN-POWER UTILIZATION (Ballroom) -
2.30 p.m.
Scope of Session: The problem of maximum production with a
minimum of man-power. Steps taken by industry and government
for training, up-grading, substitution, job breakdown, etc.
speakers:
A. L. Ainswokth. Vice-President and Gen. Mgr., John Inglis Co. Ltd.,
Toronto.
Lawrence A. Applev, Mem.A.s.M.E.. Deputy Director, War Man-
power Commission, Washington. D.C.
528
September, 1943 THE ENGINEERING JOURNAL
ROUND-TABLE CONFERENCES
There will be held simultaneously with the sessions, the following conferences designed to provide an exchange of
ideas regarding production methods, on each subject indicated. Admission to these conferences will be restricted to
those holding "invitations." Those receiving this announcement are asked to confer with executives of their res-
pective companies and notify Headquarters of the Institute as to who is delegated to receive an invitation to attend
as the representative of that company. Two or three additional names may be submitted and if facilities permit
invitations will be issued to each.
The schedule of these conferences is:
September 30, Thursday — 10.00 a.m.
October
October
1, Friday
2, Saturday
2.30 p.m. — Session
9.30 a.m. — Session
2.30 p.m. — Session
9.30 a.m. — Session
2.30 p.m. — Session
Session M — Metal Cutting.
Session N — The Use of Modern Steels in Heavy Industry.
O — Shell Forgings.
P — Fuel Substitutes.
Q — Plastics.
R — Synthetic Rubber.
S Powder Metallurgy.
DINNER (Concert Hall), $3.00 per ticket
7.30 p.m.
toastmaster:
C. J. Mackenzie, Past-President, E.I.C, Acting President, National
Research Council, Ottawa.
Bestowal of Honours by The Engineering Institute of Canada and
The American Society of Mechanical Engineers.
speaker:
Charles E. Wilson, Mem. a.s.m.e., Vice-Chairman, War Pro-
duction Board, Washington, D.C. Formerly, President, General
Electric Company, Schenectady, N.Y.
SATURDAY, OCTOBER 2
POST-WAR PLANNING (Ballroom) - - - - 9.30 a.m.
Scope of Session: Description of the necessary components of
post-war planning by government and by industry; need for co-
ordination between these components and limits of their respective
fields. Report of post-war planning already accomplished.
speakers:
Ralph E. Flanders, Fellow and Past-President, a.s.m.e., and
Chairman, Committee on Research of the Committee on Economic
Development; President, Jones & Lamson Machine Co., Springfield,
Yt.
W. A. Macintosh, Special Assistant to the Deputy Minister of Finance
Ottawa; Canadian Chairman, Joint Economic Committees (Canada-
United States); Vice-chairman, Advisory Committee on Economic Policy.
W. S. Woods, Associate Deputy Minister of Pensions and National
Health; Vice-Chairman of Advisory Committee on Demobilization and
Rehabilitation, Ottawa.
discussers:
Warren C. Miller, m.e.i.c, Chairman of the Institute's Committee
on Post-War Problems. City Engineer, St. Thomas, Ont.
D. C. Tennant, m.e.i.c.
Toronto.
Dominion Bridge Company Limited,
LUNCHEON (Banquet Hall), $1.50 per ticket - - 12.45 p.m.
Trends in Industrial Relations, Prof. J. C. Cameron,
Head of Industrial Relations Section. School of Commerce and Ad-
ministration, Queen's University, Kingston, Ont.
QUALITY CONTROL (Ballroom) 2.30 p.m.
Quality Control in Industrial Technology. Andrew I.
Peterson, Mem. a.s.m.e., Cons. Engr. on Quality Control, and
Professor, College of Engineering, New York [University, New York.
REGISTRATION FEE
Members planning to bring non-member guests (male) are asked to
keep in mind that unless a guest attendance card is secured in
advance, a two-dollar registration fee for the entire meeting, or one
dollar for any single day or session (except evening sessions or meal
meetings), will be charged for those who do not belong to the E.I.C. or
A.S.M.E. Members may secure two cards upon application to the
General Secretary of the E.I.C, 2050 Mansfield St., Montreal, or of
the A.S.M.E., 29 West 39th St., New York, before September 24.
PLANT TRIPS
If any visitors desire a trip through any plant and make wishes
known in advance the committee will undertake arrangements.
LADIES' EVENTS
Ladies are cordially invited to attend the sessions and the luncheons
and dinner, for which the charges will be the same as for men.
MAKE RESERVATIONS NOW
RAILROAD
Consult your ticket agent at once regarding your railroad reser-
vations, both going and return. There are no special rates or special
trains for travel at this time, but space on regular trains for all trips
must be requested well in advance.
LUNCHEONS AND DINNER
Food rationing necessitates advance reservations for luncheons and
dinner. Therefore cheques should accompany requests to assure
reservations. Refunds will be given on cancellations made by 11.00
a.m. of day of meal. Prices include gratuities.
HOTELS
Reservations for hotel accommodations should be made directly
with the hotel as early as possible. The Royal York Hotel is head-
quarters for the meeting. Rates are:
Single rooms, $4.00 per day per person.
Double rooms, .$3.50 per day per person.
Suites, parlor and one bedroom:
$13.00 and $16.00 per day, single.
$16.00 and $21.00 per day, double.
Suites, parlor and two bedrooms:
$21.50 per day, for two persons.
$26.50 per day, for three persons.
Baths, with all rooms and suites.
DRESS FOR ALL OCCASIONS IS INFORMAL
THE ENGINEERING JOURNAL September, 1943
529
CORRESPONDENCE
VICTORY NOW WOULD FIND US
UNPREPARED FOR PEACE
To the Editor,
What has happened to our leadership in Post- War Plan-
ning ? The James Committee on Reconstruction, after two
years of study, has presented its report to the government.
This was a purely advisory body. Its job is done. The next
logical step would be to implement its recommendations.
Yet apparently little if anj'thing is being done. Precious
months are being lost, time badly needed for making plans
and designs for public works and other post-war construc-
tion projects. There are many engineers who could be spared
for this work, now that the building-up period of the war
effort is over.
Britain and the United States have both recognized the
importance of post-war planning. Britain has a Ministry
for it. The United States has a National Resources Planning
Board. Canada to date has a Parliamentary Committee of
some fifty members who have listened for eight months to
briefs regarding post-war projects, but, so far as the public
knows, nothing hasyetbeen heard of their recommendations.
If the war should end tomorrow on all fronts, upwards
of a million jobs would have to be found. The Reconstruc-
tion Committee's suggestion last February of the expendi-
ture of a billion dollars on public works in the first post-
war year, would provide jobs for perhaps two-thirds of this
number. Industry could probably take care of the balance.
Recent trends indicate, however, that victory will come
first in Europe, keeping our naval and air forces engaged
for some time further against Japan, yet permitting partial
demobilization of the army and conversion of many war
industries to peacetime uses. Any attempt at this time to
translate such developments into jobs needed would be a
sheer guess. But for argument's sake, let us assume that
there would then be half the number of jobs to provide,
or five hundred thousand, in peace time production.
Normal employment in the construction industry takes
care of around 200,000 "on site" employees. It has been
estimated there are some 25,000 construction employees in
the armed forces, most of them in the army. Adding these,
and taking in the "off site" employees required to support
such construction activity — roughly another 265,000 —
would mean that normal construction activity would pro-
vide the half million jobs needed.
It is quite possible that a considerable number of these
half million returned men and displaced war workers will
rapidly be absorbed into other peacetime industries. Pro-
vision should be made, however, for the eventuality that
the construction industry may have to employ the full
number. The volume of construction activity necessary for
such employment would represent an annual expenditure
at the rate of some $650,000,000 per year in prewar dollars.
Mr. A. S. Mathers, president of the National Construc-
tion Council, addressing the Canadian Manufacturers
Association convention last June in Toronto, stated that a
survey made by the Council indicated there was roughly
$500,000,000 worth of work that could be proceeded with.
Normally the planning and designing for this work would
have been proceeding ever since 1939. The more pressing
demands of war, as well as man-power shortage and less
money to spare, have retarded it. Much of this may have
passed the preliminary planning stage, but the likelihood is
that little or none of it has been designed. Again, for the
sake of argument, assume half of it has been planned in a
preliminary way.
Engineering costs are shown by experience to average
\}/2 per cent for preliminary plans, and a further 2x/i per
cent for making firm designs. These percentages exclude
costs of organization, legal fees, purchase of lands, etc.
They are purely engineering expenses for study and design
Were none of this estimated volume of work designed in
even a preliminary way, total engineering costs would
approach $20,000,000. Were all preliminary work already
done, which is highly improbable, there would still be $12J^
millions to be spent on engineering designs. Assuming that
80 per cent of this represents salaries, and 20 per cent
office and travelling expenses, etc., and that a median rate
of engineer remuneration is $3,500 a year, there would then
be required 4,600 or 2,800 engineers for the respective cases
mentioned above, or from 4,600 to 2,800 "engineer-years."
And this represents engineering for one year's construction
only, at normal rate of construction activity. It represents
minimum requirements. If the Marsh report figure of $1 bil-
lion a year is taken, all the foregoing figures can be doubled.
Planning for following years must also be under way.
A survey of Canadian engineer personnel in 1941-2 by the
Wartime Bureau of Technical Personnel revealed that there
were about 20,000 engineers and architects registered as such
in Canada. Suppose that, of these, some 7,000 were trained
and qualified for planning and designing, including the three
categories of electrical, mechanical and civil. While it is
true that a sharp drop has occurred since the record year
of 1941 in construction activity, many of those then en-
gaged in design have been absorbed into other war indus-
tries and into Army, Navy and Air Force. Therefore it is
doubtful if more than some 1,500 or so would be available
between now and victory for diversion to the job of prepa-
ration of post-war plans and designs. Such a number would
require two years to complete designs only, three years if
preliminary plans were not already done.
We should know roughly at least what supplies are going
to be needed, and where. Time is needed to plan and pre-
pare for their replenishment . Months are required to purchase
lands and smooth out legal difficulties standing in the way
of construction. If plans are left till the last shot is fired,
delays and unemployment will result. The cost of projects
will be immeasurably increased, and many ill considered
wasteful projects will obtain authorization just because they
offer an earlier start.
There is no dearth of suggestions for projects to build,
but much time is needed to sort them and weed out the
undesirable or uneconomical ones. Why must all this pre-
paratory work be left to be hurriedly and carelessly done
under pressure of time, while men are waiting for the jobs
these projects can provide?
If there are reasons for postponement in the formation
of a "Department of Reconstruction," there can at least
be no sound reason for further delay in encouraging the
getting on with vigorous preparation of plans, estimates
and designs. Many an industry or corporation would allot
its own funds for such a purpose, if the Income Tax Depart-
ment would agree not to consider this as capital expenditure
and taxable as such. Provinces and municipalities have in
many cases gone as far with planning as their funds permit.
Encouragement is needed in some form of sharing this ex-
pense by the Federal Government, possibly on a loan basis.
Twenty million dollars a year would cover the designing
only, perhaps twice this figure if land purchase and legal
expenses were included.
This is a domestic affair. This time if it is again a case
of "Too little and too late" with our planning there are no
"whipping boys" handy like "War Office indifference" or
"phoney wars" or "Maginot lines" upon which to place
the blame.
The average citizen does not visualize the time and effort
involved in planning and designing for work of this nature.
It is the clear duty of every Canadian engineer, not only
to use his influence in hastening the commencement of real
post-war planning on a brass tack basis, but to miss no
opportunity of taking the lead in the formation of public
opinion along these lines. The crystallization and expression
of public opinion is the one sure way of getting action.
Montreal, Sept, 1, 1943. H. G. Cochrane, m.e.i.c,
530
September, 1943 THE ENGINEERING JOURNAL
ENGINEERS IN THE SERVICES COMPLAIN
The following letters are being published in the Journal
because they are typical of many which have been received
at Headquarters, and describe clearly and directly condi-
tions in which the Institute has been interested since the
outbreak of the war.
The Institute's committee on The Engineer in the Active
Services is still inquiring into these matters, and it may be
that by the time these letters are published, the committee
may have presented its case to the proper authorities. In
the meantime, however, it is felt that a wide circulation
of these and similar communications will receive the ap-
proval of many members and, at the same time, may bring-
to the attention of others a regrettable condition of which
they were not aware.
The problem is not easy of solution — particularly in the
middle of a campaign. There can be no argument to justify
this discrimination, but it is one thing to prove the case
and another to have it corrected. — Ed.
status should surely be made — after the pattern of the
medical fraternity. It is our opinion that a profession is
largely judged at its own valuation.
We would be very pleased to hear your sentiments on
the subject, Mr. Wright, or the attitude of the Institute to it.
Halifax, N.S.,
August 10, 1943.
General Secretary,
Engineering Institute of Canada,
2050 Mansfield Street,
Montreal, Que.
Dear Sir,
Lately, we have been having a few discussions as to the
status of the graduate engineer in the Services. As general
secretary of the largest engineering organization in Canada,
we decided to write you for an opinion on the subject.
I am afraid the problem has mainly to do with the sub-
ject of pay — but pay is, we feel, a definite measure of status.
We wondered why the Forces pay no more to the profes-
sional graduate engineer — whom they most definitely need
— than they do to the ordinary officer who may have (with
due respect to him) worked through the ranks — or a sales
clerk, who has only a service education behind him. Then
again, why should medical doctors who, having spent little
more time at college than we, be given the privileges and
professional pay they enjoy, and not us ? In our arguments,
the solution seemed to lie with an organization that stood
out for the profession, demanding the recognition and status
— like the Canadian Medical Association. The amount of
professional pay given doctors, in the Navy is, besides the
status or rank of lieutenant on enlistment, at least $1.50
per day. I think this is general among the other Services.
It may be argued, perhaps, that the Services do not need
graduate engineers, as such, and that they are merely worth
the ordinary officers' pay. I have not seen, however, any
of the Forces turning engineers away. I had the experience
of comparing a group of several engineers, graduates, with
twice that number of "executive officers," selected from
every branch of life, undergoing training. Of course I may
be prejudiced, but I think in every way the engineers proved
of more general proficiency.
Another argument may be that the young graduate en-
gineer does not know anything in particular, and that he
requires to be "experienced" to be of any use. Perhaps,
but the average doctor entering the Service to-day is straight
from a crammed and accelerated college course ; and acquires
both his training and experience after joining.
I hope that the tone of this letter does not give an im-
pression that we may not be patriotic, or proud to serve
with the Forces, or that we are grossly unsatisfied. Most
of us — the fellow engineers with whom I associate, and
speak for — enlisted in 1942, as soon as we finished college;
we have been overseas in action with the Royal Navy in
the Mediterranean and the North Sea, and we are proud
to belong to a proud Navy. I have met a number of fellow
engineers overseas and at home, in all the Services, and
they all consider that where engineers are necessary in the
Service, recognition of their education and professional
Yours sincerely,
S.E.I.C.
Sub. Lieut. (E) R.C.N.V.R.
The Engineer in the Canadian Army
To the Editor, Toronto, August 23rd, 1943.
Engineering Journal, Montreal,
Dear Sir,
It has been generally recognized that this is an engineers'
war or, to put it another way, that engineering in its various
phases is playing a much more important part in this war
than in any previous war, with the high degree of mechan-
ization and the extent to which science is being applied to
the waging of war. In the Canadian forces, the Navy has
its separate engineering branch, and in the R.C.A.F. there
is the aeronautical engineering branch, signals, works and
buildings, etc. In the Army, the civil engineering is repre-
sented by the Corps of Royal Canadian Engineers and the
sphere of their work is constantly increasing. However, we
find that electrical and mechanical engineering in the Army
are part of the Royal Canadian Ordnance Corps which dur-
ing and since the last war has largely been concerned with
the supply of stores and accounting. Why these branches of
engineering should be part of Ordnance is not clear, except
that it is a carry-over from pre-war days and was modelled
entirely on the British Army system.
However, the British found as a result of lessons learned
in the early months of the campaigns in Libya and North
Africa, that this system was not satisfactory and that the
German system of mechanical maintenance, particularly
in the forward areas, was superior to ours. A Commission
appointed by Mr. Churchill and headed by Sir William
Beveridge, studied this situation late in 1941 and early in
1942, in connection with a broad survey of "Skilled Man-
power in the Army." This Commission recommended as a
result of experience gained in THEATRES OF WAR that
mechanical and electrical engineering and maintenance
work in the Army be separated from Ordnance and a new
Corps be established, which was later given the name of
the "Royal Electrical and Mechanical Engineers." Forma-
tion of this new corps was commenced in June, 1942, and
completed in September of the same year and its first phase
included the taking over of the mechanical and electrical
engineering side of Ordnance; maintenance facilities of the
Royal Army Service Corps (except 1st Echelon) and certain
electrical functions of the Royal Engineers. The formation
of this new corps gave a tremendous lift in morale to those
concerned. R.E.M.E. went into action two months later in
Africa and from all accounts, both official and otherwise,
it made a fine showing in that campaign across 1,300 miles
of desert, ending with the capture of Tunis.
We understand that the second phase has been or is
being completed, which entails taking into R.E.M.E. of all
unit mechanical tradesmen such as motor mechanics,
armourers, electricians, etc. This is a very desirable move,
for it places these tradesmen in a corps where their chances
for promotion are unlimited, whereas they could go no
farther than the establishment of a unit allowed when
they were unit tradesmen.
The Canadian Army Overseas studied this new develop-
ment in the British Army and decided to WAIT AND SEE
how it made out, although the British Army had adopted
it as a result of experience in THEATRES OF WAR. The
Canadian Army had had no such experience.
THE ENGINEERING JOURNAL September, 1943
531
Last fall or early winter, as a result of accumulated evi-
dence, the Canadian Army Overseas adopted the R.E.M.E.
set-up, but WITHIN THE ORDNANCE. This has meant
very little change and leaves the top and administrative
positions in the hands of the non-technical side of Ordnance.
As far as the Canadian Army in Canada is concerned, no
discernable move has been made, and the mechanical and
electrical engineering and maintenance remains an ap-
pendage of Ordnance.
The armies of Australia and India have adopted the
British system of a separate corps and we understand the
armies of the other Dominions have done so too.
Yours truly,
, M.E.I. C.
MEETING OF COUNCIL
A meeting of the Council of the Institute was held at
Headquarters on Saturday, August 14th, 1943, convening
at nine thirty a.m.
Present: President K. M. Cameron in the chair; Vice-
Presidents L. F. Grant and C. K. McLeod; Councillors
J. E. Armstrong, E. D. Gray-Donald, R. E. Heartz, W. G.
Hunt, J. A. Vance, H. J. Ward and J. W. Ward; Secretary
Emeritus R. J. Durley and General Secretary L. Austin
Wright.
Canons of Ethics for Engineers — The general secretary
reported that he had received a progress report from Mr.
F. H. Peters, chairman of a committee appointed by Council
to study and report on the proposed Canons of Ethics for
Engineers submitted to the Council of the Institute by the
Engineers' Council for Professional Development. A syn-
opsis of the opinions received from members of the com-
mittee had been circulated, and further consideration was
being given to the matter. A report would be presented in
due course. In Mr. Peters' opinion the question of ethics
was a very important one, and should receive careful study
before a report is submitted to E.C.P.D.
Committee on the Engineer in tin < 'ivil Service — The general
secretary reported that it has been decided by the commit-
tee to call upon Mr. Ilsley, the Minister of Finance, to urge
upon him that reconsideration be given to the suggestions
made by the committee relative to the remuneration of
the engineers in the Civil Service. It is the committee's
intention to emphasize the encouragement which was given
by the Coon Committee and the urgency of the situation. A
copy of the original report made to the Coon Committee
will be submitted to Mr. Ilsley, along with additional argu-
ments. Mr. deGaspé Beaubien is arranging the interview
and the full committee will attend as soon as the details
are settled.
Legal Action by Architects Against <m Engineer — President
Cameron reported that following the last Council meeting
he had interviewed the president of the Corporation of
Professional Engineers of Quebec in Quebec City, and had
been informed that the Corporation would shortly be hold-
ing a meeting to discuss the matter, and would advise the
Institute as to what joint action might be taken. Nothing-
had since been heard from the Corporation, although the
general secretary had unofficially been informed that such a
report would be presented to the Institute at an early date.
Committee on Civil Defence — Mr. Armstrong, chairman
of the Institute's Committee on the Engineering Features
of Civil Defence, reported that in Montreal and Toronto
the E.I.C. branch committees were well organized to co-
operate with the provincial A.R.P. organizations. During
his recent western trip he had discussed the work of his
committee with the Winnipeg and Vancouver branches, but
had found that in a general way, interest in this subject
was waning.
Mr. Armstrong was contacting Dr. Manion's successor,
Brigadier General Alex. Ross, offering the co-operation of
the Institute committees in connection with A.R.P. work.
At the moment he had nothing further to report regarding
the work of his committee.
Committee on the Engineer in the Active Services — The
general secretary reported that the chairman of the com-
mittee, Dean D. S. Ellis, had prepared for the committee
an interim report. The secretary summarized the report
and explained that since it had been issued he had had a
conversation with Dean Ellis and it looked as though the
committee should meet again shortly and draw up its final
conclusions for presentation to the minister of National
Defence.
Dean Ellis pointed out that in spite of the difficulties of
getting the Services to change their procedures he thought
that the committee should go ahead with its report. There
was no doubt but that the complaints made by engineers
in the Services were well founded, and he felt that the
Institute could not very well drop the subject now in spite
of the improbability of bringing about any immediate
reform.
Colonel Grant, who has returned from England recently,
outlined some of the conversations he had had with engi-
neers in the Old Country. He supported Dean Ellis in the
thought that it would be almost impossible to have changes
made now but he agreed that the committee should carry
on its work to a conclusion.
There was general approval of the decision to present
the case to the minister.
Joint Meeting with A.S.M.E. — The general secretary re-
ported progress in securing papers and speakers for the joint
meeting with the A.S.M.E., and submitted a draft of the
programme as it appeared in the August number of the
Journal. He reported that, in company with the president,
he had called on the Hon. C. D. Howe to explain the nature
of the meeting, and that Mr. Howe had thought that such
a meeting would be of considerable advantage to war and
post-war planning. He expressed his willingness to have
members of his department participate in the meeting.
The general secretary described in detail the various
sessions, which deal almost entirely with war and post-war
problems. Prominent American and Canadian speakers
have been secured, and the meeting promises to be an out-
standing one in every respect.
St. Lawrence Waterways — President Cameron reported
that he had given considerable thought to the proposal
submitted by Mr. J. G. G. Kerry, and had discussed the
matter with Past-President O. (). Lefebvre and others. The
proposal was so tremendous in its scope that it would need
very careful consideration, but lie felt that as a technical
society, the Institute should endeavour to investigate the
possibilities of the proposition brought forward by Mr.
Kerry, purely as a theoretical problem without, at the
moment, considering the economies of it.
After considerable discussion, on the motion of Mr.
Gray-Donald, seconded by Mr. Vance, it was unanimously
resolved that a carefully selected committee be appointed
to investigate and report to Council on Mr. Kerry's pro-
posal.
Financial Statement— It was noted that the financial
statement to July 31st, 1943, had been examined by the
Finance Committee and found satisfactory.
Conditions far Life Membership — The Finance Committee
had discussed the conditions applying to life membership
in the Institute, and pointed out that a great many mem-
bers continue to pay their fees long after they have estab-
lish d the conditions outlined in the by-laws. If the principle
of automatic election to life membership were established,
it would undoubtedly mean a heavy loss of revenue.
532
September, 1943 THE ENGINEERING JOURNAL
Following discussion, and on the recommendation of the
Finance Committee, the general secretary was instructed to
investigate the matter, and if considered necessary, to con-
sult an actuary, in order to determine approximately what
such a procedure would cost in rebated fees.
Manitoba Agreement — Information had been received
from the secretary of the Winnipeg Branch to the effect
that the Association of Professional Engineers of Manitoba
would be sending out, within a week or ten days, a ballot
on the co-operative agreement between the Institute and
the Association. Three months was being allowed for the
return of the ballot so that it would be sent to members
serving overseas. The Winnipeg Branch recommended that
the Institute ballot be sent out at the same time.
No changes had been made in the agreement as approved
some time ago by the Institute's Committee on Professional
Interests and by Council. Accordingly, on the motion of
Mr. McLeod, seconded by Mr. Armstrong, it was unani-
mously resolved that the general secretary be authorized
to proceed in accordance with Section 78 of the by-laws
and publish the agreement in the Journal, send out a ballot
to all councillors, and to all corporate members of the prov-
ince of Manitoba.
Committee on Industrial Relations — A letter had been re-
ceived from the chairman of the Committee on Industrial
Relations inquiring as to whether or not the committee
should include within its assigned field the general question
of the retraining of demobilized men and their absorption
into industry. In his reply President Cameron had expressed
the view that although the specific problem of the profes-
sional engineer and his training and re-employment does
not come within the scope of the committee, the retraining
and rehabilitation of other members of the armed forces
when demobilized and their absorption into industry and
other forms of civil life, is directly within the scope of the
Committee on Industrial Relations, inasmuch as this is a
problem of management. In the expectation that Council
would support this view, the president had suggested to
the chairman that the committee proceed accordingly. On
the motion of Mr. Armstrong, seconded by Mr. McLeod,
it was unanimously resolved that the action of the presi-
dent be approved.
On the motion of Mr. Gray-Donald, seconded by Colonel
Grant, it was unanimously resolved that the following
members be added to the committee : René Dupuis, m.e.i.c,
Quebec; J. P. Brierley, Toronto.
Dominion Council of Professional Engineers — The general
secretary presented a letter from the secretary of the
Dominion Council of Professional Engineers inviting the
Institute to associate itself with the Dominion Council and
other technical bodies in sending a delegation to the Min-
ister of National Defence to protest the procedures whereby
technical personnel is being retained in the ranks when
declined as candidates for commissions.
The general secretary pointed out that he had consulted
military authorities at Ottawa relative to the new regula-
tions, and that the point raised by the Dominion Council
seemed to be settled already by Canadian Army Routine
Order No. 3319 which indicated that "If rejected, they will
be given the option of returning to civil life by discharge
through the Depot of Enlistment or continuing in the Active
Army as private soldiers." The general secretary reported
that he had written to the Dominion Council to this effect
and that it appeared that the proposal to send a delegation
would not be carried out.
Engineers' Council for Professional Development — On the
motion of Mr. Vance, seconded by Mr. Armstrong, it was
unanimously resolved that Dr. C. R. Young be nominated
as the Institute's representative on the Engineers' Council
for Professional Development to replace Dr. J. M. R.
Fairbairn whose term expires at the forthcoming annual
meeting, and that Dr. Fairbairn be thanked for his services.
National Construction Council of Canada — The president
reported on a programme of post-war study proposed by
the National Construction Council of Canada. The proposal
includes as its main objectives:
1. The re-establishment of the construction industry and
the heavy manufacturing industry on a peace time basis,
with employment of personnel and productive output de-
veloped to the full capacity of those industries, through
re-organization and rationalization accomplished from
within.
2. The development of construction projects and markets
for heavy and other durable goods on a vast scale, for the
benefit of the people of Canada and of the industries con-
cerned.
3. Long range planning for the future of the construction
and heavy industries, in order that a high level of business
activity and employment be maintained over a long period
as a steadying influence in the economy of the nation.
In order to reach these objectives it is proposed that an
organization be set up consisting of a central headquarters
along with divisional headquarters and regional com-
mittees.
The recommendations are submitted to the constituent
members of the National Construction Council in draft
form only and the Institute is asked for comments and
endorsation at as early a date as possible. In view of the
comprehensive proposal, it was decided that a copy of the
draft be sent to each member of Council with a request
for comments and that the item be placed on the agenda
for discussion at the September meeting of Council.
Wartime Bureau of Technical Personnel — The general sec-
retary reported that at the last meeting of the Advisory
Board of the Bureau it was decided to ask the three Insti-
tutes supporting the Bureau to send a joint request to the
Minister of Labour for additional authority whereby the
Bureau might make compulsory transfers. The present
legislation is of a negative nature and simply permits the
Bureau to refuse permission for persons to take work of
low priority, but does not give it authority to compulsorily
move people to work of higher priority.
In view of the far-reaching effect of such a proposal, the
meeting thought it would be advisable to have the subject
submitted by mail to all councillors and the secretary was
instructed to follow this procedure, placing the item on the
agenda for the September meeting.
Canadian Chamber of Commerce — The general secretary
presented a notice of the annual meeting of the Canadian
Chamber of Commerce, which is being held at the Seigniory
Club, Quebec, on October 27th, 28th and 29th. The Cham-
ber asked for any resolutions or statements of policy which
the Institute would like to submit for the consideration
of the conference.
As Mr. deGaspé Beaubien is the Institute's representative
on the Council of the Chamber, it was decided that this
request should be referred to him, and that he be asked to
attend the conference if at all possible.
Annual Meeting 1944 — Ln response to an inquiry from
Councillor Gray-Donald with reference to the financing of
the entertainment for the forthcoming annual meeting in
Quebec, Vice-President McLeod, chairman of the Finance
Committee, reported that the committee had discussed this
question for some time and that the general secretary had
submitted a draft of proposed regulations which might meet
the situation. These regulations were to be changed some-
what and resubmitted to the committee.
The general secretary reported that this matter was
underway but that the redraft had not been completed. In
view of the fact that the meeting is still six months away,
he had not thought that the point would need to be settled
at this meeting. He agreed to have the draft ready for the
next meeting of the Finance Committee.
There was a general discussion on the procedure for devel-
oping the programme and the general secretary reported
that a set of rules and regulations and suggestions applying
to these meetings had been sent to the chairman of the
THE ENGINEERING JOURNAL September, 1943
533
branch, but that an additional set would be sent to Mr.
Gray-Donald.
Past President C. R. Young — In response to an inquiry
from Councillor Heartz, President Cameron advised that
Past-President Young's illness was not as serious as was at
first feared. He has been ordered to take a rest and 'conse-
quently is spending a quiet summer at Niagara-on-the-Lake.
Elections and Transfers — A number of applications were
considered and the following elections and transfers were
effected :
Members
Bastien, Jean, B.A.Sc, CE., (Ecole Polytechnique), divn. engr.,
Dept. of Roads, Prov. of Quebec, Ormstown, Que.
Bessette, Oscar, B.A.Sc, CE., (Ecole Polytechnique), city engr.,
Drummondville, Que.
Bonaventure, Joseph Eugène, B.A.Sc, CE., (Ecole Polytechnique),
district engr., Dept. of Public Works, Canada, Montreal.
Bush, Orval Ferguson, B.Arch., (Univ. of Toronto), res. engr., T.
Pringle & Son, Ltd., Montreal.
Cadenhead, Arthur Fordyce Grant, B.A. (Hon.Chem.), (Queen's
Univ.), director of plant research, Shawinigan Chemicals, Ltd.,
Shawinigan Falls, Que.
Christie, Alexander Graham, M.E., (Univ. of Toronto), D.Eng.,
(Stevens Inst.), D.Eng., (Lehigh Univ.), prof, of mech. engrg.,
Johns Hopkins Univ., Baltimore, Md.
de Chazal, Philippe Marc, B.Sc, (Engrg.), (McGill Univ.), engr. i/c
of mech. mtce. & Mech. constrn., Aluminum Co. of Canada,
Arvida, Que.
Emery, Charles Leslie, B.Sc, (Mining & Metallurgy), (Queen's
Univ.), teacher of surveying & dfting., Port Arthur Tech. School,
Port Arthur, Ont.
Harrison, Thomas Blacker, B.Sc, (Mech.), (Univ. of Sask.), test
engr., Brunner Mond Canada, Ltd., Amherstburg, Ont.
MacConnelï, Howard Bruce, estimator & gen. supt., Barnett-
McQueen Co. Ltd., Fort William, Ont.
Mathieu, Olier, B.A.Sc, CE., (Ecole Polytechnique), divn. engr.,
Dept. of Roads, Prov. of Quebec, L'Assomption, Que.
Murray, Frederick Robert, B.Sc, (Civil), (Glasgow Univ.), district
mgr., (Quebec Maritimes & Nfld.), Truscon Steel Co. of Canada,
Ltd., Montreal.
Perley, Ernest Clint, B.Sc, (McGill Univ.), director of production,
automotive & tank production br., Dept. of Munitions & Supply,
Montreal.
Peters, Arthur W., B.Sc, (McGill Univ.), distribution engr. i/c
C. & D. dept., Shawinigan Water & Power Co., Trois- Rivières, Que.
Rigg-Story, Leslie, B.Sc, (Eng.), (Rutherford College), designer,
H. G. Acres & Co., Niagara Falls, Ont.
Seabury, George T., S.B., (Civil), (Mass. Inst, of Technology),
secretary, American Society of Civil Engrs., New York, N.Y.
Weigel, Melvin Powell, B.S., (Metallurgical Engrg.), Missouri
School of Mines & Metallurgy), chief engr., Aluminum Co. of
Canada, Ltd., Montreal, Que.
Wilcox, Walter, Wigan Tech. College, engr., Union Gas Co. of
Canada, Ltd., Windsor, Ont.
Juniors
Harkness, Wilfred Dickson, B.Sc (Forest Engrg.), (Univ. of N.B.),
chief cruiser & control man, Port Arthur Divn., Abitibi Power &
Paper Co., Ltd.
Wright, Ralph Wallace, B.Eng. (Mech.), (McGill Univ.), engr., plant
engrg. dept., Can. Gen. Elec. Co. Ltd., Peterborough, Ont.
Transferred from the class of Junior to that of Member
Archibald, Manning Clifford, B.Sc, (Elec), (Nova Scotia Tech.
Coll.), asst. purchasing agent, Montreal Engrg. Co., Ltd., Montreal.
Lefrançois, J. Germain, B.A.Sc, CE., (Ecole Polytechnique),
engr., Volcano Ltd., Montreal.
Transferred from the class of Student to that of Member
André, Kenneth Bailey, B.Sc, (Queen's Univ.), res. engr., Dept. of
Transport, Kingston, Ont.
Bedford-Jones, Charles Edward, B.A.Sc, (Univ. of Toronto),
district mgr., F. S. B. Heward & Co. Ltd., Montreal.
Grothé, P. André, Flying Officer, B.A.Sc, CE., (Ecole Polytechni-
que), aeronautical engr., No. 3 Training Command, R.C.A.F.,
Montreal.
Shector, Lindley, B.Eng. (Civil), (McGill Univ.), struct'l. designer,
T. Pringle & Son, Ltd., Montreal.
Transferred from the class of Student to that of Junior
Guy, Ross Thomas, B.Sc, (Mech.), (Queen's Univ.), project engr.,
General Motors of Canada, Ltd., Oshawa, Ont.
Harkness, Andrew Dunbar, B.Eng., (McGill Univ.), material engr.,
Hull Dept., United Shipyards, Ltd.
Simpson, C. Norman, B.Sc (Civil), (Queen's Univ.), asst. engr.,
H. G. Acres & Co., Niagara Falls, Ont.
Sweeney, John Bartholomew, Pilot Officer, B.Eng. (Chem.), (Univ.
of Sask.), O.C., Repair Squadron, No. 17 S.F.T.S. (R.C.A.F.),
Souris, Man.
Webster, Gordon Frederick, B.Eng., (Univ. of Sask.), engr., Canadian
Carborundum Co., Niagara Falls, Ont.
Students Admitted
Bolduc, Raymond, B.A., B.A.Sc, (Mining), (Laval Univ.), 257
Larch Street, Sudbury, Ont.
Burton, John Albert, (Univ. of British Columbia), 3855 West 9th
Ave., Vancouver, B.C.
MacDonald, Cecil Ernest, (Acadia Univ.), General Tech. Dept.,
Aluminum Co. of Canada, Arvida, Que.
.Murray, James Albert, B.Arch., (Univ. of Toronto), 220 Carlton St.,
Toronto, Ont.
By virtue of the co-operative agreement between the Institute and
the Associations of Professional Engineers, the following elections and
transfer have become effective:
Members
Chappell, Benjamin, B.Sc (Civil), Univ. of Sask., asst. engr., C.N.R.,
Saskatoon, Sask.
Friebel, Werner Archibald, B.Sc. (Elec), Univ. of Man., district
supt., Saskatchewan Power Commission, Saskatoon, Sask.
Guthrie, James, B.Sc (Mech.), Univ. of Sask., senior engr., Saskat-
chewan Power Commission, North Battleford, Sask.
Peters, Clarence Gordon, B.Eng. (Civil), Univ. of Sask., asst. engr.,
R.C.A.F., No. 19 E.F.T.S., Virden, Man.
of Alta., Sub.-Lieut, (E),
Junior
Osberg, Gunder, B.Sc (Elec), Univ.
R.C.N.V.R., c/o F.M.O., Halifax, N.S.
Transferred from the class of Student to that of Junior
Samuel, Albert Benjamin, B.Sc. (Civil), Univ. of Alta., junior engr.,
Calgary Power Company Ltd., Banff, Alta.
In announcing that the next meeting of Council would be
held in London, Ontario, on Saturday, September 11th, at
the Hotel London, President Cameron stated that it would
be appreciated not only by himself, but by members of the
branch, if councillors from Quebec could attend that meet-
ing. On behalf of the chairman and members of the branch,
Mr. Vance extended a cordial invitation to all councillors
to attend the Council meeting and the branch meeting in
the evening.
534
September, 1943 THE ENGINEERING JOURNAL
PROPOSED CO-OPERATIVE AGREEMENT BETWEEN
THE ASSOCIATION OF PROFESSIONAL ENGINEERS OF THE PROVINCE OF
MANITOBA AND THE ENGINEERING INSTITUTE OF CANADA
MEMORANDUM OF AGREEMENT made in duplicate at the City
of , in the Province of this
day of 19
By and Between:
THE ENGINEERING INSTITUTE OF CANADA, having its
head office at the City of Montreal, in the Province of Quebec,
hereinacting by its President and General Secretary, duly authorized
for the purpose hereof by a resolution of its Council passed at a
meeting duly called and held on the day of
19. . . . hereinafter called the "Institute";
Party of the First Part,
and
THE ASSOCIATION OF PROFESSIONAL ENGINEERS OF
THE PROVINCE OF MANITOBA, having its head office at the
City of Winnipeg, in the Province of Manitoba, hereinacting by its
President and Registrar duly authorized for the purpose hereof by a
resolution of its council passed at a meeting duly called and held on
the day of 19 ,
hereinafter called "The Association."
Party of the Second Part.
Whereas it is desirable in the interests of the Engineering Profes-
sion that there be close co-operation between the Institute and the
Association, and
Whereas such close co-operation will be promoted if, so far as is
practicable, there is effected:
(a) A common membership in the Province of Manitoba of the
Institute and the Association.
(b) A simplification of existing arrangements for the collection of
fees.
(c) A co-ordinated management.
Now, therefore, the parties hereto agree with each other as follows :
1. Any person resident in the Province of Manitoba who, on the date
of this Agreement, is registered as a Professional Engineer in the
Association and is not a Corporate Member of the Institute, shall
have the right, under the provisions of this Agreement, to become
a Corporate Member of the Institute. If such registered Profes-
sional Engineer desires to become a Corporate Member of the
Institute under the conditions of this Agreement, he shall so
notify the Registrar of the Association, in writing, within 12
months of the date of this Agreement.
2. Any person resident in the Province of Manitoba registering as a
Professional Engineer in the Association subsequent to the date of
this Agreement who is not a member of the Institute shall, upon
such registration, have the right to be accorded the class of
membership in the Institute warranted by the age, experience and
professional qualifications of such person, according to the by-laws
of the Institute and the decision of the Council of the Institute. If
such Registered Professional Engineer desires to secure member-
ship in the Institute under the conditions of this Agreement, he
shall so notify the Registrar of the Association, in writing, within
12 months of the date of such registration.
3. Registered Members of the Association shall not be required to
pay the transfer fees of the Institute. Registered members of the
Association shall not be required to pay the entrance fees of the
Institute, provided they make application in accordance with
Sections 1 or 2.
4. Any Corporate Member of the Institute who is, at the date of this
Agreement, a resident of the Province of Manitoba, shall be eligible
for membership in the Association, and all entrance fees ordinarily
payable to the Association shall be remitted provided that
application for membership in the Association is made within 12
months of the date of this Agreement.
5. Any Corporate Member of the Institute, as at the date of this
agreement, who subsequently becomes a bona-fide resident of the
Province of Manitoba as defined by the by-laws of the Association,
shall be eligible for membership in the Association, and all entrance
fees otherwise payable to the Association shall be remitted
provided that application for membership in the Association is
made within 12 months of becoming a resident of the Province of
Manitoba as defined by the by-laws of the Association.
6. Any person who subsequent to the date of this Agreement becomes
a member of the Institute, or advances his grade of membership
therein and who is or becomes a resident of the Province of
Manitoba, shall be eligible for membership in the Association if
qualified for such membership, and entrance fees otherwise
payable to the Association shall be remitted up to the amount of
the entrance fee currently required for the grade of Institute
membership held, provided that the application for membership
in the Association is made within 12 months of the date on which
he becomes a member of the Institute or advances his grade of
membership therein.
7. Notwithstanding the provisions for the total or partial remission
of entrance fees in sections 3, 4, 5 and 6 hereof, if subsequent to the
date of this Agreement either or both parties hereto change the
amount of the entrance fee required, then provision shall be made
for the total or partial remission of entrance fees to continue the
intention of this Agreement, namely that when a resident of the
Province of Manitoba, who is a non-member of both the Institute
and the Association, but who becomes a joint member within a 12
months period, shall be required to pay in entrance fees a total
amount not greater than the larger of the two individual entrance
fees.
8. (1) In lieu of the ordinary membership fees of the Institute, the fol-
lowing annual fees are hereby established for members of the Asso-
ciation who at the same time are, or who may become members
of the Institute:
(a) Corporate Membership $6.00 per annum.
(b) Junior Membership $3.00 per annum.
(c) Student Membership $2.00 per annum.
(2) The annual fee payable to the Institute by members of the
Association who are, or who may become members of the
Institute shall be due and payable on the First day of January
in each year, and shall be paid to the Association on behalf of
the Institute;
(3) Each member of the Association who pays such annual fee to
the Institute through the Association shall be entitled to all
the privileges of Membership in the Institute, and to the
annual subscription to the Institute Journal.
(4) The Association undertakes to receive the appropriate annual
fee for membership in the Institute from each of its members
who pay the same, and to remit the amount collected to the
Institute at its Head Office at least once a month.
(5) The provisions of this section of this Agreement shall become
effective on the First day of 19
9. On the First day of January of each year the General Secretary
of the Institute shall furnish to the Registrar of the Association a
list of members of the Institute resident in the Province of Man-
itoba, indicating as far as possible those who are not members of
the Association. On the same date the Registrar of the Association
shall furnish the General Secretary of the Institute with a list of
members of the Association in good standing as on the thirty-first
day of December preceding, indicating as far as possible those
who are members of the Institute under the terms of this
Agreement.
10. It is agreed that the Winnipeg Branch of the Institute shall
continue to function as such during the term of this Agreement.
The Winnipeg Branch of the Institute shall consist of all members
of the Institute resident in the Province of Manitoba. All functions
of the presently existing executive committee of the Winnipeg
Branch shall be assumed by what shall be termed the Management
Committee of the Winnipeg Branch.
The Management Committee of the Winnipeg Branch shall consist
of:—
(a) All members of Council of the Association who are elected in
accordance with the by-laws of the Association and who are
Corporate Members of the Institute.
(b) Two Corporate Members of the Institute in good standing,
preferably Registered Professional Engineers in the Associa-
tion, who shall be appointed by the Council of the Institute.
For the initial appointment one of these shall be for a two-
year term, the second one for a one-year term. Thereafter,
and throughout the term of this Agreement, one appointment
shall be made for a two-year term, effective on the First day
of January each year.
(c) Any member of the Institute resident in the Province of
Manitoba who is elected President, Vice-President or Coun-
cillor of the Institute, while holding such office shall be a
member of the Management Committee.
11. Insofar as officers of the Association are members of the Manage-
ment Committee as specified in section 10 hereof, they shall ipso
facto be and become the corresponding officers of the Management
Committee where the office is applicable. Any office in the Manage-
ment Committee remaining unfilled due to the requirements of
THE ENGINEERING JOURNAL September, 1943
535
section 10 hereof or for any other reason, shall be filled by the
Management Committee from among its members, except the
office of Secretary-Treasurer which may be filled by appointment
by the Management Committee of a suitable member, in good
standing, of both the Institute and the Association, who upon
appointment shall thereupon become a member of theManagement
Committee.
12. The representative upon the Council of the Institute of the
members of the Institute in Manitoba will be nominated and
elected in accordance with the by-laws of the Institute.
13. The Management Committee as constituted by sections 10 and 11
hereof shall be responsible for the management and financing of
the Winnipeg Branch. Each year, The Institute shall pay to the
Winnipeg Branch the regular Branch rebate of fees in accordance
with the by-laws of the Institute for each member of the Institute
resident in the Province of Manitoba who is not a member of the
Association. The Management Committee shall recommend to
Council of the Association the sum or sums to be paid by the
Council of the Association to the Winnipeg Branch. The total of such
sums to be paid by Council of the Association in each financial
year shall not be less per joint member than the rebates now
required by the Institute by-laws, provided, however, that such
payments shall be made from annual revenue and in no case from
capital reserve.
14. Each meeting of the Winnipeg Branch of the Institute and the
Association will be announced as a joint meeting thereof with the
exception of any legally required special or annual meetings of
either the Winnipeg Branch of the Institute or of the Association.
15. Upon the occasion of any of the following, the other party to this
Agreement shall be so informed within a period of one month, in
writing;
(a) the acceptance of the resignation of a joint member by one
party to this Agreement, or;
(b) the removal from the membership roll or from the register, of
the name of a joint member by one party to this Agreement,
or;
(c) the receipt by one party to this Agreement of notification from
a joint member that he has taken up permanent residence
outside the Province of Manitoba.
16. The term of this Agreement shall be for a period of three years
commencing on the day of
19. . . . and ending on the day of
19. . . . on which date this Agreement shall terminate provided
either party has given to the other a notice of termination at least
six months prior to the day of .
19. . . . and if no such notice is given, this Agreement shall con-
tinue after the day of from year to
year but may be terminated at the end of any calendar year by
either party giving notice in writing to the other of such termi-
nation at least six months prior to the end of the calendar year.
Notice of termination of this Agreement shall be given by the
delivery by one party to the other of a certified copy of a resolution
of the Council of the one party to that effect.
17. It is hereby provided, however, that in the event of the approval
of this Agreement by formal ballot, that this Agreement shall not
come into operation unless a percentage of the membership of both
bodies, satisfactory to their respective Councils, signify their
intention of becoming joint members under the provisions of this
Agreement.
18. The terms and conditions of this Agreement may be amended by
mutual agreement, in writing, between the Councils of the parties
hereto duly executed by their accredited officers.
19. This Agreement and the terms and provisions thereof shall not be
applicable to the Institute members who are not, and do not
become, registered with the Association. Likewise, this Agreement
and the terms and provisions thereof shall not be applicable to
Registered Professional Engineers of the Association who are not,
and do not become, members of the Institute.
20. Nothing in this Agreement shall prevent either party thereto from
exercising its rights and privileges with respect to the disciplining,
the suspension, or the expelling of any of its members. Any person
suspended, or expelled from the Association or from the Institute
during the term of this Agreement shall forfeit all rights under this
Agreement until re-instated. When final action is taken by either
party the other party shall be so notified.
21. This Agreement is intended to apply with respect to residents of
the Province of Manitoba only, and no person who is not a resident
of the Province of Manitoba may become or continue to be a
Corporate Member of the Institute under the provisions of this
Agreement, but may continue to be a Corporate Member of the
Institute and/or a member of the Association on the same con-
ditions as if he had been admitted as a Corporate Member of the
Institute and/or a member of the Association without reference
to this Agreement.
In witness whereof these presents have been duly executed on
behalf of the parties hereto on the date and at the place first above
written.
THE ENGINEERING INSTITUTE
IN THE PRESENCE OF OF CANADA
President.
General Secretary.
ASSOCIATION OF PROFESSIONAL ENGINEERS OF
THE PROVINCE OF MANITOBA
President.
Registrai .
THE CIVIC MORALS OF SCIENCE
(Continued from page 516)
is dependent on practicalities, is as important as legislation,
primarily a function of political ideology. Popular balloting
is less efficacious than business competition in picking ex-
ecutives to direct economic affairs, hence, instruction in
any socialistic theory which unduly emphasizes political
agencies of management does not lead to sound administra-
tion. "If to do were as easy as to know what were good to
do, chapels had been churches" and sociology, the citizen's
guidebook. Administration depends chiefly on knowing men,
and as Vivian Grey said, "we do not learn men from books. ' '
In practical affairs both social studies and science must be
supplemented by a knowledge of men and of circumstances,
and although they approach the problems from different
angles there is no evidence to show that the former as a
methodology is superior to the latter.
In a sanguine moment, one might assert superior moral
values for science in education, but a safer postulate would
be that purpose, the still small voice of the spirit, does not
emanate from knowledge alone, either scientific or human-
istic. Attitudes and motives are too egocentric to derive
from external origins and too vital to be engendered by
inert book lore. Practicalism is a proper and necessary
counter-balance to idealism. Such qualities as honor, com-
monsense and good citizenship are not taught by courses
but are instilled by a communion of personalities. Character
and ability in teachers are essential and scientific subject-
matter will serve as well as the humanities as the "carrier
current." Engineering education is aimed at producing good
citizens who earn their living by "diverting the forces and
materials of nature to the benefit of man." Therefore, while
I would include in engineering education as much liberal
learning as accommodating the sciences will allow, I should
do so under no misapprehension as to its superior civic
morals but rather in order to round out that education into
a symmetry of understanding and harmony of feeling to
enrich life's satisfactions. The warp of scientific realism is
no less essential than the woof of humanistic idealism in the
fabric of civic morals for an advancing organized civilization.
536
September. 1913 THE ENGINEERING JOURNAL
Personals
Sir Hugh Beaver, m.e.i.c, received a Knighthood in the
last King's birthday honours list. He is director general of
the Ministry of Works in England.
Robert Biais, m.e.i.c, is the new assistant chief engineer
of the Department of Public Works of Canada, succeeding
R. de B. Corriveau who retired last year. Mr. Biais was
previously superintending engineer in the Chief Engineer's
Branch of the department. He has been with the department
ever since his graduation from the Ecole Polytechnique in
1912. He first joined as an assistant engineer in the district
office at Ottawa becoming senior assistant engineer in 1921.
He went to the Chief Engineer's Branch in 1936 and was
promoted to the position of superintending engineer in 1941.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
He has been promoted to the head of the Department of
Civil Engineering (Municipal and Structural) as professor
of civil engineering and aeronautics.
Wing Commander Loudon organized the R.C.A.F. School
of Aeronautical Engineering in 1940 and has been with the
R.C.A.F. Test and Development Establishment since
November 1940, first as Chief Technical Officer and then
as Officer Commanding since May 1941. He will be Com-
manding Officer of the R.C.A.F. University Air Training
Corps at the University of Toronto.
Frank Williams, M.E.I.C.
Robert Biais, M.E.I.C.
N. F. McCaghey, M.E.I.C.
Frank Williams, m.e.i.c, has been appointed chief
mechanical engineer of Canadian National Railways, Mont-
real. He was born at Otterton, Devon, Eng., and following
his early schooling received special apprenticeship training
in the shops and round-house drawing offices of the former
London and South Western Railway. This was amplified
by technical instruction at Regent Street, Battersea, and
the Borough Polytechnical Schools in London.
Coming to Canada in 1911, Mr. Williams was employed
at the Montreal Locomotive Works, and in 1914 entered
the services of the Canadian Government Railways as a
draughtsman in the mechanical department. In 1916 Mr.
Williams was loaned to a munitions plant, and in 1918 re-
turned to the railway service at Moncton. Later he advanced
to the positions of mechanical designer and mechanical en-
gineer, and in January, 1929, was transferred to Montreal
as mechanical engineer, shops methods. In April, 1933, Mr.
Williams took charge of shop methods for the system, and
continued to do so until his present promotion.
Commander R. L. Dunsmore, r.cn.v.r., m.e.i.c, has
been director of fuel at Naval Service Headquarters,
Department of National Defence, Ottawa, for the last few
months. Mr. Dunsmore is superintendent of the Imperial
Oil Refinery at Halifax and is a past vice-president of the
Institute.
R. W. Dobridge, m.e.i.c, is now general equipment engi-
neer with Canadian Pacific Telegraphs at Montreal. He
had been district engineer for Alberta and British Columbia
with the same company since 1939, with headquarters at
Calgary.
Wing Commander T. R. Loudon, m.e.i.c, has been re-
turned by the R.C.A.F. to the University of Toronto for
academic duties, at the request of the university authorities.
N. F. McCaghey, m.e.i.c, of Price Brothers and Company
has recently been transferred from Riverbend to Kenogami
where is now superintendent of properties and welfare.
He has been with the company ever since his return from
overseas in 1919. He was chairman of the Saguenay Branch
of the Institute in 1933 and again in 1941.
P. E. Cooper, m.e.i.c, has been appointed vice-president
and general manager of Pacific Mills Limited, Vancouver,
B.C. He was formerly deputy director and general manager
of the Thames Board Mills Limited, Purfleet, Eng. A gradu-
ate of McGill University, he has been in the paper business
for twenty years, ever since he joined the International
Paper Company as construction engineer. He participated
in International's extensive construction programme during
the 1920's, and in 1929 he was appointed resident engineer
of the Piercefield mill of International Paper Company in
northern New York State.
In 1933 Mr. Cooper was transferred to the Rumford mill
of Continental Paper & Bag Corporation at Rumford, Me.,
later becoming manager there.
Soon after, he resigned to join Thames Board Mills in
England as chief engineer in charge of the design and con-
struction of a new board mill at Warrington, Lancashire.
When the job was completed in 1937 he took over manage-
ment of the mill.
While a resident of Warrington Mr. Cooper was president
of the Chamber of Commerce and chairman of the Lanca-
shire Area Waste Paper Recovery Association.
In 1941 he was appointed deputy director and general
manager of the Thames Board Mills, with head office at
Purfleet, Essex. The Thames Board Mills is the largest
board producing and converting factory in the British
Empire, producing all grades of board and converting both
into solid and corrugated containers.
THE ENGINEERING JOURNAL September, 1943
537
Alexander Wilson, m.e.i.c, branch manager at Saint John,
N.B., for the Toronto Shipbuilding Company, retains his
connection with Canadian Comstock Company where he
was employed before. This company has taken over the
management of the Saint John Branch of the Toronto Ship-
building Company and has placed certain of their key per-
sonnel in that organization, amongst whom is Mr. Wilson.
The announcement in the Personals column of the August
issue may give the impression that Mr. Wilson had severed
his connection with Canadian Comstock Company.
R. A. Young, m.e.i.c, has recently joined the engineering
staff of McColl Frontenac Oil Company Limited, Montreal.
He was previously with Federal Aircraft Limited, Montreal.
J. M. Anderson, m.e.i.c, who was district engineer of the
Department of Public Works of Alberta at Drumheller, has
been transferred to the same position at Medicine Hat.
Lieut. -Col. W. B. Pennock, m.e.i.c, of the Royal Cana-
dian Engineers was erroneously reported as being stationed
at Petawawa, in the last issue of the Journal. Colonel Pen-
nock was stationed for sometime at Petawawa but he is
at present at Prince George, B.C.
W. A. Cappelle, m.e.i.c, who is overseas with the 2nd
Batallion, Royal Canadian Engineers, has been promoted
to the rank of lieutenant-colonel. In 1940 he led the 1st
Corps Field Park Company of Winnipeg overseas, and has
since been in charge of road construction work in Great
Britain. Before joining up, Colonel Cappelle was an assistant
engineer in the district office at Halifax of the Department
of Public Works of Canada.
W. L. Fraser, m.e.i.c, of the Works and Buildings Branch,
Naval Service, Department of National Defence, Halifax,
N.S., is at present located at Wolfville, N.S.
R. M. Doull, m.e.i.c, has been appointed district super-
visor (Quebec) for the Naval Shipbuilding Branch, Depart-
ment of Munitions & Supply with headquarters in Montreal.
For the past two years he has been production engineer for
this branch in the Montreal district. Before joining the
Department in 1941, he was assistant manager of Construc-
tion Equipment Company Limited, Montreal.
He was graduated from Dalhousie University in 1927
and from McGill University (mechanical) in 1929.
W. S. Kidd, m.e.i.c, has recently been promoted to the
position of vice-president and general manager of The E. B.
Eddy Company, Limited, Hull, Que. A graduate in engi-
neering of the University of Toronto, and a veteran of the
Great War, he entered the employ of The E. B. Eddy
Company seventeen years ago as assistant chief engineer.
During that time he has been successively chief engineer,
production manager and, since 1938, general manager.
Henry G. Wong, jr.E.l.c, has left the employ of Federal
Aircraft Limited to join the staff of Héroux Industries
Limited, Montreal.
Major F. A. Fleming, jr. e. i.e., is Deputy Assistant
Director of Inspection (Electrical Engineering), Inspection
Board of the United Kingdom and Canada, Ottawa. Upon
graduation from the University of Toronto, in 1936, he
joined the staff of the Canadian General Electric Company
and in the summer of 1939 he enlisted in the permanent
force as an Ordnance Mechanical Engineer with the Royal
Canadian Ordnance Corps. Since that time he has been re-
sponsible for the inspection of purchases of electrical engi-
neering equipment for the army.
Walter K. Dow, Jr.E.l.c, has left the Aluminum Company
of Canada Limited, Montreal, and is now employed with
Canadian Comstock Company Limited, Montreal. He
graduated in electrical engineering from the University of
Toronto in 1937 and had been with the company ever since.
Pilot Officer Marcel Papineau, Jr.E.l.c, graduated last
month from No. 9 Air Observers School, R.C.A.F., St.
Johns, Que., and is now overseas. He joined the R.C.A.F.
in 1941 in the aeronautical engineering branch and for some
time was posted at Trenton, Ont. He reverted from Flying
Officer to his present rank in order to qualify as a navigator.
Before enlisting he was on the staff of Noranda Mines
Limited at Noranda, Que.
D. L. Mackinnon, S.E.I. c, has joined the R.C.A.F. at
Montreal. He was previously employed with Foundation
Company of Canada Limited, Montreal.
Bernard Beaupré, s.e.i.c, who recently received the
degree of m.sc. from the University of Toronto after a year
of post-graduate work in health engineering has now taken
a position as engineer in the division of Industrial Hygiene,
Ministry of Health, Quebec.
J. G. Wall, s.e.i.c, is now employed with the Department
of Transport in the Yukon. He graduated from the Univer-
sity of New Brunswick in 1939.
Robert Renaud, s.e.i.c, a student at the Ecole Poly-
technique, is employed for the summer with Canadian
Power Boat Company Limited, Montreal.
Pilot-Officer R. L. Blackett, s.e.i.c, has been selected
for an appointment as Navigation Officer with the R.C.A.F.
He is a graduate of Queen's University in the class of 1943,
and the son of V. C. Blackett, secretary-treasurer of the
Moncton Branch of the Institute.
VISITORS TO HEADQUARTERS
Sarto Plamondon, m.e.i.c, Ministry of Health, Province
of Quebec, Department of Industrial Hygiene, Quebec, on
August 3rd.
Bernard Beaupré, .s.e.i.c, engineer, Ministry of Health,
Division of Industrial Hygiene, Quebec, on August 3rd.
Charles Flint, m.e.i.c, McNamara Construction Com-
pany, Toronto, Ont., on August 5th.
Norman A. MacKay, Jr.E.l.c, lubricant engineer, Domin-
ion Steel & Coal Corporation, New Glasgow, N.S., on
August 7th.
Squadron Leader J. M. Pope, R.C.A.F., M.E.I.C, Trenton,
Ont., on August 7th.
P/O Marcel Papineau, R.C.A.F., Jr.E.l.c, now overseas,
on August 9th.
Capt. R. K. Kirkpatrick. u.c. a., Jr.E.l.c, Ottawa, Ont.,
on August 9th.
Lieut. John S. MacMillan, R.c.O.C, Jr.E.l.c, Debert,
N.S., on August 10th.
H. J. Ward, m.e.i.c, Superintendent of Property, Shaw-
inigan Water & Power Company, Shawinigan Falls, Que.,
on August 14th.
Major J. T. Hugill, Jr.E.l.c, National Defence Head-
quarters, Ottawa, Ont., on August 16th.
Lieut. R. K. Jess, n.s.c, h.cn.v.h., s.e.i.c, Quebec, Que.,
on August ISt h .
Prof. R. F. Legget, m.e.i.c, assistant professor of Civil
Engineering, University of Toronto, Toronto, Ont., on
August 19th.
F. X. Granville, m.e.i.c, Defence Industries Limited,
Nobel, Ont., on August 19th.
Sydney Hogg, M.E.I.C, assistant superintendent, St. John
Drydock and Shipbuilding Company Limited, Saint John,
N.B., on August 23rd.
P. C. Hamilton, m.e.i.c, engineer, Gunite and Water-
proofing Limited and Construction Equipment Company
Limited, Halifax, N.S., on August 24th.
538
September, 1913 THE ENGINEERING JOURNAL
Obituary
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
W. G. McBride, m.e.i.c, head of the Department of Min-
ing and Metallurgical Engineering at McGill University,
died suddenly at his summer residence near Montreal, on
August 22, 1943. Born at Inglewood, Ont., on February 8,
1879, he was educated at Orangeville High School and later
came to McGill University, Montreal, where he obtained
the degree of b.sc. in Mining Engineering in 1902. While
at McGill he spent his vacations working in mines in Can-
ada, including the coal mines at Fernie, B.C., and the lead
and silver mines near Nelson. In 1901 he did surveying and
exploration work for the British Columbia Department of
Mines.
In 1903 he went to Bisbee, Arizona, where he had been
appointed chief engineer of the Copper Queen Mine. While
holding this position he was deputed to examine numerous
mines in the southwestern United States and in Mexico, and
from 1907 to 1909 he acted as superintendent of the Sierra de
Cobra Mines in Cananea, Mexico, a subsidiary of Copper
Queen. In 1909 he became general superintendent of the
Great Western Copper Company at Courtland, Ariz. He
remained with that company until 1916, when he accepted
the position of assistant general manager of the Detroit
Copper Company, Morenci, Ariz.
In the following year, operations at Morenci were halted
by a strike and before they were resumed, Prof. McBride
was appointed general manager of the Old Dominion Com-
pany at Globe, Ariz. He was remarkably successful at Globe
where, despite the increased difficulties as mining operations
were carried to greater depths, he achieved a reduction of
nearly 35 per cent in the cost per pound of copper produced.
Professor McBride came to Quebec in June, 1927, and
was appointed professor of mining engineering at McGill
University in the same year. A few years later that depart-
ment and the department of metallurgical engineering were
merged and Professor McBride was elected president of
the enlarged department. As an elected representative of
the Faculty of Engineering, he served for six years as a
member of the Senate of the University, and for two years
as president of the McGill Chapter of Sigma XI. He had a
long and distinguished record of service with the Canadian
Institute of Mining and Metallurgy, of which he was
president in 1941-42.
In 1942, The Engineering Institute of Canada awarded
him the Julian C. Smith medal "for achievement in the
development of Canada," in recognition of his distinguished
service as teacher, engineer and administrator. He was also
a member of the American Institute of Mining and Metal-
lurgical Engineers and, during his residence in Arizona, was
chairman of the Southwestern Section of that Institute. He
had also the distinction of being a member of the Council
of the Institution of Mining and Metallurgy (London).
Professor McBride joined the Institute as a Member in
1936.
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
American Standards Association:
C8.12 — 1942: American standard specifi-
cations for cotton braid for insulated wire
and cable for general purposes. Approved
February 6,1942. (Revision of C8k2—1932. )
C8.16 — 1940: American standard specifi-
cations for rubber-insulated tree wire.
Approved May 14, 1940.
C8.18 — 1942: American standard specifi-
cations for weather-resistant (weatherproof)
wire and cable (URC type). Approved
November 6, 1942.
C50 — 1943: American standard rotating
electrical machinery. Approved March 29,
1943.
Z32.8 — 1943: American standards for
graphical symbols for power, control and
measurement. Approved February 6, 1943.
(Revision of Zl0g2—1933.)
Z32.5 — 1942: American standards for
graphical symbols for telephone, telegraph
and radio use. Approved November 4, 1942.
(Revision of Z10g3—1933 and Z10g6—
1929.)
Z32.9 — 1943: American standards for
graphical electrical symbols for architec-
tural plans. Approved February 6, 1943.
(Revision of ClO—1924.)
American Institute of Electrical
Engineers :
No. 19 — June, 1943: Standards for alter-
nating-current power circuit breakers.
(Supercedes A.I.E.E. standard No. 19 —
1938.)
No. 45A — April, 1943: Modification of
and supplement to A.I.E.E. standard No.
45. Recommended practise for electrical in-
stallations on shipboard.
TRANSACTIONS, PROCEEDINGS
Canadian Institute of Mining and
Metallurgy:
Transactions for the year 1942, volume 45.
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
REPORTS
The Hydro-Electric Power Commission
of Ontario:
Thirty-fifth annual report for the year ended
October 31st, 1942.
The Quebec Streams Commission :
Twenty-seventh and twenty-eighth annual
reports for the years 1938 and 1939.
Royal Society of Edinburgh:
Year book for the year 1941-1942.
U.S. Bureau of Standards — Building
Materials and Structures Reports:
BMS98 — Physical properties of terrazzo
aggregates. BMS99 — Structural and heat-
transfer properties of "multiple box-girder
plyivood panels" for walls, floors and roofs.
BMS100 — Relative slipperiness of floor
and deck surfaces.
Bell Telephone System — Technical Pub-
lications— Monograph :
B-1361: Cryoscopic and viscosity studies
of polyisobutylene. B-1363: A new direct
crystal-controlled oscillator.
Chauffage des Habitations:
Huet Massue, m.e.i.c. Reprinted from the
Revue Trimestrielle Canadienne.
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 TRANSPORT NAVIGATION for
Pilots and Navigators
By P. H. Redpath and J. M. Coburn.
Pitman Publishing Corp., New York and
Chicago, 1943. 612 pp., Mus., diagrs.,
charts, tables, 9l/2 x 6 in., cloth, $5.00.
The basic information contained in this
comprehensive work is useful to the private
pilot as well as to the transport pilot and
navigator for whom it is primarily intended.
Fundamental theories are explained, necessary
instruments are described, and practical pro-
cedures are discussed for establishing and fly-
ing a course by the various methods available.
The combination of dead reckoning and radio
direction finding is of particular interest.
Routine navigation practice, including sample
log sheets, and airline flight dispatching are
also covered. A wealth of ready-reference in-
formation is provided.
ALTERNATING CURRENTS FOR
TECHNICAL STUDENTS
By C. C. Bishop. 2 ed. D. Van Nostrand
Co., New York, 1943. 424 pp., Mus.,
diagrs., charts, tables, 8 x 5l/2 in., cloth,
82.50.
The purpose of the book is to explain graph-
ically and with simple mathematics the funda-
mental principles of alternating-current theory,
circuits and apparatus. In this second edition
some of the material has been rearranged and
expanded to conform with changes in recent
years. In particular a chapter on complex
quantities has been added, and their applica-
tion to circuit problems is shown and com-
pared with the step-by-step method of
solution.
CERAMIC TRADE DIRECTORY, 1943
Ceramics Publishing Co., 6th ed. Newark,
New Jersey. 300 pp., Mus., tables, 7 x 4lA.
in., fabrikoid, $6.00.
Informative data are presented concerning
companies engaged in the ceramic industries,
classified with respect to character of ware
manufactured. There are also a complete geo-
graphical index to companies and plants and
an alphabetical index of company officials. A
buyers' guide to materials and equipment, a
list of technical and trade associations and a
list of trade names of ceramic wares are in-
cluded.
THE ENGINEERING JOURNAL September, 1943
539
DYNAMICAL ANALOGIES
By H. F. Olson. D. Van Nostrand Co.,
New York, 1948. 196 pp., diagrs., charts,
tables, 9 x 5Y2 in., cloth, $2.75.
This book deals with the analogies between
electrical, mechanical rectilineal, mechanical
rotational and acoustical systems. By means
of analogies the knowledge of electrical cir-
cuits may be applied to the solution of prob-
lems in mechanical and acoustical systems.
The subject matter is developed in stages from
the simple element to complex arrangements
of multi-element systems. The text assumes a
familiarity with the elements of alternating
circuit theory and physics.
ELECTRICAL AND RADIO DICTION-
ARY, including Symbols, Formulas,
Diagrams, and Tables, prepared by
C. H. Dunlap and E. R. Hahn. Rev.
and enl. ed.
American Technical Society, Chicago, III.,
1943. 110 pp., diagrs., tables, 8Y2 x 5Y2 in.,
cloth, $1.00.
The main dictionary section of this book is
separated into two parts, one for electrical
terms and one for radio terms. In addition to
these there are a brief glossary of electronic
terms, a list of electrical symbols with pic-
torial explanations and several pages of useful
reference data.
FERROMAGNETISM, the development
of a General Equation to Magnetism
By J. R. Ashworth. Taylor & Francis,
London, E.C.4, 1943 printing, first pub-
lished in 1938. 97 pp., charts, tables, 9 x 5Yi
in., cloth, 7s. 6d.
The contents of this book are confined
closely to the development of a ferromagnetic
equation based on the analogy of the fluid
laws. This development depends to a consider-
able extent upon the application of the Van
der Waal's equation of state to magnetism.
The material in the book is a revised and co-
ordinated presentation of the results of ex-
periments published over a long period in
various English scientific journals.
FUNDAMENTALS OF ELECTRICITY
By W. H. Johnson and L. V. Newkirk.
The Macmillan Co., New York, 1943. 212
pp., illus., diagrs., charts, tables, liy2x 8
in., linen, $2.00.
This pre-induction course in electricity is
prepared in accordance with Army specifica-
tions for skilled training. It covers basic mag-
netic and electrical theory, describes the con-
struction and operation of typical electrical
apparatus such as storage batteries, meters,
motors, rectifiers, etc., and illustrates all topics
by means of effective photographs and dia-
grams. Many practical laboratory experi-
ments are included.
FUNDAMENTALS OF SHOPWORK
By W. H. Johnson and L. V. Newkirk.
The Macmillan Co., New York, 1943. 200
pp., illus., diagrs., charts, tables, 11 x8in.,
linen, $2.00.
The first two chapters of this elementary
text classify and describe essential shopwork-
ing tools. Succeeding chapters discuss measur-
ing and gaging, woodworking and metalwork-
ing practice, wiring and wire splicing, ropes
and block and tackle rigging. Photographs
and diagrams are effectively used to illustrate
practical points. The book has been planned
to meet the Army specifications for skilled
training
LABORATORY MANUAL FOR CHEMI-
CAL AND BACTERIAL ANALYSIS
OF WATER AND SEWAGE
By F. R. Theroux, E. F. Eldridge and
W. L. Mallmann. 3 ed. rev. and enl.
McGraw-Hill Book Co., New York and
London, 1948. 274 VV-i diagrs., charts,
tables, 8V2 x 5Y2 in., cloth, $3.00.
This manual provides the engineer with
procedures for all the usual tests made in
water and sewage plant laboratories, as well
as with many special tests required for stream
surveys and trade water analysis. A particular
feature is the manner of presentation, which
permits the student to follow the methods of
analysis by definite step-by-step procedures.
In this third edition a section dealing with
the testing of boiler waters has been added.
The OFFICE LIBRARY OF AN INDUS-
TRIAL RELATIONS EXECUTIVE.
1943. (Bibliographical Series No. 72.)
Prepared by H. Baker. 4th ed.
Princeton University, Industrial Relations
Section, Princeton, N.J. 33 pp., 9x6 in.,
paper, 40c.
This publication contains a list of books and
pamphlets suggested as a useful library for an
industrial relations executive. Approximately
150 items are listed under the broad headings
of general works, specific personnel problems,
trade unions and collective bargaining, labor
legislation, social insurance and additional
sources of information.
The PHYSICS OF BLOWN SAND AND
DESERT DUNES
By R. A. Bagnold. William Morrow &
Co., New York, 1948. 265 pp., illus.,
diagrs., charts, tables, 9 x 5Yi in., cloth,
$5.00.
The phenomena produced by the action of
wind on sand, with which this book is directly
concerned, are but one aspect of the wider
problem of the transport of solid particles of
any kind by fluids in general. Much of the
information included is therefore useful in
other engineering fields. Part I deals with
wind-tunnel experiments on the mechanism
of sand transport. Part II covers small-scale
surface phenomena such as ripples and the
problem of size-grading of grains. Part III
explains the growth and movement of dunes
in general and the peculiar characteristics of
the two main types.
PRACTICAL EMULSIONS
By H . Bennett. Chemical Publishing Co.,
Brooklyn, N.Y., 1943. 462 pp., illus.,
diagrs., tables, 9 x 6 in., cloth, $5.00.
The practical aspects of emulsions are em-
phasized in this new treatment of the subject.
The theory of emulsions is briefly discussed
in the early chapters of Part I, followed by
very full lists of emulsions, emulsifying agents
and demulsifying agents. Part II explains how
to make, use and evaluate emulsions for in-
dustrial use in a large number of important
fields. Hundreds of actual formulas for specific
uses have been included.
PRACTICAL PHYSICS. (Industrial
Series.)
By M. W. White, K. V. Manning, R. L.
Weber and R. 0. Cornell; prepared under
the direction of The Division of Arts and
Science Extension, Pennsylvania State
College. McGraw-Hill Book Co., New York
and London, 1943. 365 pp., illus., diagrs.,
charts, maps, tables, 9Yi x 6 in., cloth,
$2.50.
This elementary, practical and abbreviated
text in introductory general physics is de-
signed to meet a specific need created by the
pressure of wartime conditions. Primary em-
phasis is placed upon the basic principles of
those portions of physics that are of immediate
use in war industry, technical work and the
armed services. Simple illustrative experi-
ments are included.
PRODUCTION ENGINEERING, JIG
AND TOOL DESIGN
By E. J. H. Jones. Chemical Publishing
Co., Brooklyn, N.Y., 1941.304 pp., illus.,
diagrs., charts, tables, fabrikoid, $5.00.
Basic tool elements and general principles
of jig and fixture design serve as the ground-
work for succeeding chapters presenting
specific design procedures. The designs are
related to the most economical form for the
production of varying quantities of an article,
and embrace a wide variety of machines and
processes. A final chapter deals with air-
operated fixtures.
XV. SHIFT SCHEDULES FOR CONTIN-
UOUS OPERATION (Industrial Rela-
tions Digests)
Princeton University, Industrial Relations
Section, Princeton, N.J., May, 1943.8pp.,
tables, 10 x 7 in., paper, 20c.
This digest of current practice has been
prepared for the use of managements facing
the need for re-arrangement of schedules on a
48-hour basis. It is based on information re-
ceived from representative companies and
covers three-shift schedules and also the two-
shift schedule with three crews.
SMALL ARMS MANUAL
By J. A. Barlow and R. E. W. Johnson.
Rev. ed. John Murray, Albemarle St.,
London W., 1942. 232 pp., diagrs., tables,
5Yi x 4 in., flexible, $1.00.
The major part of this manual is devoted
to detailed instructions for the operation,
taking-down and assembling of various types
of small arms, chiefly British. The classes
covered are rifles, light machine-guns, machine
carbines, revolvers and automatic pistols.
Ammunition and special features are noted,
and there is brief information on the functions
in battle of these types of weapons.
SYNTHETIC RESINS AND ALLIED
PLASTICS by various authors, edited
by R. S. Morrell. 2 ed.
2 ed. Oxford University Press, New York;
Humphrey Milford, London, 1943. 580
pp., illus., diagrs., charts, tables, 9 x -5V£
in., cloth, $12.00.
In the general introduction a summary is
given of the chemical and physical properties
of the most important classes of synthetic
resins and plastics. Succeeding chapters deal
with the technology of the preparation and
use of these various classes of synthetics. Con-
siderable space in devoted to the problems of
resinincation, and the last chapter discusses
methods of identifying and testing synthetic
resins and other raw materials of plastics.
Chapter bibliographies are included.
ORGANIC CHEMISTRY, and Advanced
Treatise. 2 Vols., edited by H. Gilman
and others.
2ed. John Wiley <fc Sons, New York;
Chapman & Hall, London, 1943. 1,983
pp., illus., diagrs., charts, tables, 9Yl x 6
in., cloth, $7.50 each volume.
This treatise, the work of some thirty well-
known chemists, is intended to meet the need
for an advanced general treatise, suitable for
graduate study. Attention is focused upon
new developments. The book is liberally pro-
vided with references to recent literature. The
new edition has been thoroughly revised, and
eight new chapters have been added.
PLUMBING PRACTICE AND DESIGN,
Vol. 2
By S. Plum, John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
829 pp., diagrs., charts, tables, 9]/% x 6 in.,
cloth, $4.50.
The second volume of this useful handbook,
like the first, attempts to consolidate the scat-
tered data on plumbing and to present them
in a uniform terminology. The topics dealt
with in this volume include water piping,
drainage, sewers and sewage treatment, and
gas piping. Architectural practice, codes and
regulations, and water supply are also dis-
cussed, and there is a chapter on definitions.
The book will be welcomed by plumbers,
architects and builders.
PRINCIPLES AND PRACTICE OF RADIO
SERVICING
By H. J. Hicks. 2 ed. McGraw-Hill Book
Co., New York and London, 1943. 391 pp.,
illus., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $3.50.
540
September, 1943 THE ENGINEERING JOURNAL
This textbook explains the fundamental
principles of radio and discusses their appli-
cation to the various components of radio re-
ceivers. Definite instructions are then given
for performing all the more complicated ser-
vicing procedures. Test equipment is discussed
at length. The new edition has been thor-
oughly revised.
PRISM AND LENS MAKING
By F. Twyman. Adam Hilger Ltd., Lon-
don, I94.2. 178 pp., Mus., diagrs., tables,
9 x 5Yi in., cloth, $4.50, {obtainable from
Jarrell-Ash Co., 165 Newbury St., Boston).
This is an authoritative account of methods
of optical working in glass as carried on in
the optical workshops of Adam Hilger Ltd.,
the prominent firm of British instrument mak-
ers. The materials, tools and methods are de-
scribed practically and in detail, together with
methods of testing. This is a useful addition
to the scanty literature in this field.
QUESTIONS AND ANSWERS FOR
MARINE ENGINEERS, Book VIII—
Materials and Calculations — Handy
Tables, compiled by H. C. Dinger.
(Marine Engineering and Shipping
Review)
Simmons-Boardman Publishing Corp.,
New York, 1943. 159 pp., diagrs., charts,
tables, 8^2 x 5 in., paper, SI. 00.
This is the final collection of questions and
answers culled from recent files of the "Marine
Engineering and Shipping Review". The con-
tents are a miscellany of problems relating
to the calculation of strength and of tank
capacities, to the properties of metals, the
treatment of steel and to protective coatings.
A collection of useful tables is included.
(The) REFRIGERATING DATA BOOK
AND CATALOGUE, 5th ed. 1942
American Society of Refrigerating Engi-
neers, 50 West 40th St., New York. 518
pp., Catalogue Section, 160 pp., Mus.,
diagrs., charts, tables, 9J4 x 6% in.,fabri-
koid, $4.00 in U.S.A. ($4-50 other
countries).
This edition of this well-known reference
book has been thoroughly revised and reset
in more readable form. It is substantially a
revision of the 1939 edition, being devoted
chiefly to the basic principles and data of
refrigeration and to the major kinds of refrig-
erating and air conditioning machinery.
(The) RISE OF THE ELECTRICAL IN-
DUSTRY DURING THE NINE-
TEENTH CENTURY
By M. MacLaren. Princeton University
Press, Princeton, N.J., 1943. 225 pp.,
Mus., 9% x 6 in., cloth, S3. 75.
This volume presents an interesting, useful
general account of the early development of
all of the principal branches of electrical engi-
neering. The story is told in non-technical
form, but an extensive bibliography is pro-
vided for further study. The author, as an
engineer actively connected with many elec-
trical developments, and as a teacher, writes
with firsthand knowledge of much of his field.
Photographs of many historic pieces of
apparatus are included.
SIMPLIFIED DESIGN OF REINFORCED
CONCRETE
By H. Parker. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
249 pp., diagrs., charts, tables, 8x5 in.,
leather, $2.75.
Beginners whose preparation does not ex-
tend beyond a knowledge of the principles of
mechanics and of high-school algebra will find
this a helpful text. The design of the common-
est structural elements is explained simply and
concisely, with some discussion of the theory
involved. Illustrative problems are solved.
SYMPOSIUM ON RADIOGRAPHY
American Society for Testing Materials,
Phila., Pa., 1943. 256 pp., Mus., diagrs.,
charts, tables, 9x6 in., cloth, $4-00 (to
A.S.T.M. members, $3.00).
This book contains thirteen papers pre-
sented at a symposium held by the Society
in 1943, together with reedited copies of five
papers presented at its 1936 symposium. The
papers deal with the principles of radiography,
various applications to production problems
and testing, portable radiographic apparatus
and other practical matters.
INDEX TO THE LITERATURE OF FOOD
INVESTIGATION, Vol. 13, No. 3,
Dec. 1941.
Compiled by A. E. Glennie, assisted by C.
Alexander. His Majesty's Stationery Office,
London, 1942. 231 pp., tables, 9x/i x 6 in.,
paper, (obtainable from British Library of
Information, 80 Rockefeller Plaza, New
York, $1.35).
Several hundred magazine articles pub-
lished during 1941 are listed, with brief
abstracts. The subject matter covers both
theoretical and practical aspects of the stor-
age, packing, canning, analysis, spoilage and
by-products of the various major food indus-
tries. There are also sections listing bacteriolo-
gical, mycological and engineering articles
relating to the general subject.
HISTORY OF SCIENCE and Its Relations
with Philosophy and Religion
By Sir W. C. Dampier. 8 ed. rev. and enl.
Macmillan Co., New York; University
Press, Cambridge, England, 1942. 574 PP-,
diagrs., tables, 9% x 6 in., cloth, $2.95.
This valuable work, which has been out of
print for some time, now appears in a third
edition. In the interval since the previous
publication, much new information has been
obtained, which called for extensive changes.
A new chapter, covering the period 1930 to
1940, has also been added. The book con-
tinues to be one of the best, if not the best,
accounts of the development of scientific
knowledge, from ancient times to the present
day.
LECTURES ON MACHINE DESIGN
By L. F. Moody. Princeton University
Store, Princeton, N.J., 1942. 75 pp.,
diagrs., tables, 11 x 8]^ in., paper, $1.75.
The lectures which have been combined in
this volume are directed primarily to the
application of the principles of the mechanics
of materials to the more usual forms of
machine members. These fundamental prin-
ciples are extended in the various chapters to
cover special cases and problems which are of
importance in the design of machinery. Notes
on practical applications are included.
WARTIME BUREAU OF TECHNICAL PERSONNEL -
(Continued from page 518)
REPORT
The total number of recorded placements made increased
seventy-five per cent over the previous year, including those
who were accepted for technical appointments in the service.
The actual increase in numbers, however, is no measure of
the increased effort necessary to locate suitable prospects.
As might be expected, the steady drain on the supply of
available technical personnel, particularly during the last
two years, by expanding war industry and by substantial
increase in service establishments, has made it more and
more difficult to locate suitable candidates. At the same
time, the Bureau has directed its efforts to discouraging
transfers of employment except where the national interest
is to be served. Typical of this is a case where a secondary
school teacher engaged in the teaching of science or mathe-
matics approached the Bureau with the suggestion that he
transfer to some form of war activity. The practice in such
cases has been to endeavour to persuade the teacher to stay
in the teaching field, unless an immediate replacement is
available. The actual benefit to the war effort from the
numbers that have been located for essential positions should
be considered in relation to the fact that most of the individ-
uals concerned are responsible for planning or directing the
work of large numbers of other workers.
The number of interviews recorded is nearly five times
that of the previous year. Approximately one-half of the
interviews were conducted in the regional offices. There is
no doubt that many persons interviewed pass on to others
the information received from Bureau officers. The result is
that this phase of activity has been of great value in pub-
licizing not only details of the Bureau's operations and the
regulations under which it operates, but also to a large
extent general man-power policies of the government. It is
gratifying to report that, both at Ottawa and in the regional
offices, there has been the closest co-operation between the
Bureau's officers and those of the various branches of the
Department of Labour with which they have been in contact.
THE ENGINEERING JOURNAL September, 1943
541
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
August 25th, 1943
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,
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
circumstances 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
ARCHAMBAULT— RAYMOND G., of 77 William St., Longueuil, Que. Bom ftl
Sherbrooke, Que., Oct. 9th, 1910; Educ: B.A.Sc, CE., Ecole Polytechnique, 1937;
1937-39, asst. divn. engr., 1939-40, constrn. engr., and 1940 to date, asst. divn. engr.,
Dept. of Roads, Prov. of Quebec, Boucherville, Que.
References: E. Gohier, A. Gratton, J. O. Martineau, J. A. Lalonde, L. Trudel.
ANDERSON— KENNETH HUNTER, of 161 Park Home, WUlowdale, <>,,t
Born at Saskatoon, Sask., Jan. 8th, 1909; Educ: B.Sc. (Mech.), Univ. of Sask.,
1934; 1928-29, service repair work, Massey Harris Ltd.; 1930, erection crew, Dominion
Bridge Co. Ltd.; 1934, mechanic, International Harvester Co. Ltd.; 1935-36,
mechanic. Little Long Lac Gold Mines; 1936-37, head pipefitter, Sigma Gold MineB;
1937-41, mech. and structl. dftsman., Little Long Lac and MacLeod Cockshutt
Gold Mines; 1941 to date, tool engr., i/c of plant tooling and tool design dept.,
General Electric Co. (Canada) Ltd., Toronto, Ont.
References: R. S. Segsworth, I. S. Widdifield, C. J. Mackenzie, C. W. Holman,
I. M. Fraser.
CHOLETTE— ALBERT, of Quebec, Que. Born at Quebec, Oct. 12th, 1918; Educ:
B. Eng., McGill Univ., 1942. S.M., Mass. Inst. Tech., 1943; 1939-42 (summers),
inspection of asphaltic materials, Montreal East Refinery, Imperial Oil Ltd., control
of bldg. materials, laboratory of highway dept., chief inspr. on constrn. of water-
proof stabilized base course, Trans-Canada Highway; At present asst. professor of
chem. engr., Faculty of Sciences, Laval University, Quebec, Que.
References: R. Dupuis, E. D. Gray-Donald, P. E. Gagnon, P. Vincent, J. P.
Lecavalier.
de PENDOCK— H. VICTOR, of 100 Columbia Ave., Westmount, Que. Born at
Montreal, June 24th, 1906; Educ: 1927-28-29 (evening classes), extension courses,
metallurgy and geology, McGill Univ.; 1927-28, mech. and structl. dftsman., Cana-
dian Car & Foundry Co., Turcot, Montreal; 1928-30, mech. and structl. dftsman.,
power plants and dam constrn., Power Corporation of Canada Ltd.; 1930-31, esti-
mating engr., Guardian Construction Ltd.; 1931-32, engr. on design of reinforced
concrete, Joseph A. Forgues Ltd.; 1933-35, in business for self; 1936, engr. and
designer, elec. and mech. layouts, Canadian Marconi Co. Ltd.; 1937, engr. and
designer, Foundation Co. of Canada Ltd.; 1937^0, mech. engr. and dftsman.,
Aluminum Laboratories Ltd., Montreal; 1941-42, engr. on layouts of industrial
plants and shipyard expansions, Wartime Merchant Shipping Ltd.; at present?,
president and chief engr., Anglo-French Development Corpn. Ltd., Montreal, Que.
References: J. Stadler, O. J. McCulloch, J. E. Thicke, A. R. Sprenger, S. J.
Montgomery, N. Beaton.
GENEST— ADRIEN, of 8518 Henri-Julien Ave., Montreal, Que. Born at Mont-
real, Sept. 1st, 1900; Educ: B.A.Sc, CE., Ecole Polytechnique, 1925; R.P.E. of
Que.; with Dept. of Roads, Prov. of Quebec, as follows: 1925, res. engr., 1925-26,
asst. divn. engr., 1926, asphalt analyst, 1927-36, asst. divn. engr., 1936-39, engr. i/c
surveys, 1939-43, traffic engr.; at present, technical divn., City of Montreal.
References: E. Gohier, A. Gratton, J. O. Martineau, H..Gaudefroi, L. Trudel.
McGRUER— ALFRED EDWIN, of Toronto, Ont. Born at Barrow, Lanes.,
England, Dec. 13th, 1900; Educ: 1914-20, Montreal Commercial and Technical Inst,
(evening classes). I.C.S. Steam Engrg., Elec. Engrg.; 1914-20, ap'ticeship, Canadian
Vickers Ltd., Montreal; 1920-21, plant operator, (steam-Elec), Detroit Edison Co.,
Port Huron; 1921-24, shop foreman, Lake Erie & Nor. Rly., Preston; 1924-27, shop
foreman, Montreal & Southern Counties Rly.; 1927-42, plant engr., C.P.R. shops,
West Toronto; at present, supervisor, stationary boiler plants, C.P.R. , Toronto, Ont.
References: H. B. Bowen, J. A. Shaw, J. R. W. Ambrose, J. E. Armstrong, J. G.
Hall.
RULE— PETER LEITCH, of Winnipeg, Man. Born at Edmonton, Alta., Jan.
21st, 1913; Educ: B.Sc. (Arch), Univ. of Alta., 1939; 1934-37 (summers), surveys,
Alta. Govt., engrg. dept., City of Edmonton; Jan., 1941, to date, inspecting officer,
Shell Inspection Board, United Kingdom, i/c of the following districts — Montreal,
Toronto, Western Canada — administration, inspection and production, upkeep.
References: A. W. Haddow, I. F. Morrison, R. M. Hardy.
ULOTH— MILTON MacRITCHIE, of 309 Park St., Peterborough, Ont. Born at
New Harbor, N.S., March 31st, 1918; Educ: B.Eng. (Elec), N.S. Tech. Coll., 1942;
1940-41 (summers), telephone apparatus mtce., installn. of automatic telephone
exchange equipment, Mar. Tel. & Tel. Co. Ltd., Halifax; 1942-43, test course, and
at present junior engr., Can. Gen. Elec. Co. Ltd., Peterborough, Ont.
References: G. R. Langley, W. M. Cruthers, A. R. Jones, A. L. Dickieson, D. J.
Emery.
FOR TRANSFER FROM THK CLASS OF JUNIOR
MACREDIE— JOHN ROBERT CALDERWOOD, of 4965 Decarie Blvd.,
Montreal, Que. Born at Fredericton, N.B., Aug. 4th, 1910; Educ: B.Sc. (Civil),
Univ. of N.B., 1931; 1928-31 (summers), on rly. constrn., C.P.R., Sask. and Saint
John; 1931-33, asst. to land surveyors in N.B.; 1933-35, land surveys for prov. govt,
and various lumber companies; 1935, paving inspr., 1936-39, asst. reB. engr., Dept.
of Highways of N.B. ; 1940 (2 mos.), chief of party, airport survey, Dept. of Transport,
Pennfield, N.B.; 1940 (8 mos.), asst. to engr. i/c constrn. of R.C.A.F. equipment
depot No. 5, Moncton; 1941 to date, asst. supervising engr., and at present, technical
asst. to records engr., Allied War Supplies Corporation, Montreal.
References; T. C. Macnabb, W. D. G. Stratton, C. C Kirby, E. O. Turner, P. G.
Gauthier.
FLEMING— FREDERICK ALEXANDER, of 293 First Ave., Ottawa, Ont.
Born at Toronto, March 11th, 1913; Educ : B.A.Sc, Univ. of Toronto, 1936; with
Can. Gen. Elec Co. Ltd. as follows: 1936-37, transformer, motor testing and switch
gear testing depts., 1937-38, asst. engr., wiring supplies and devices and elec. appli-
ances, Ward St. works, 1937-38, asst. engr., transformer design, Davenport works,
1938-39, asst. meter and instrument engr., Peterborough, also asst. engr., wire and
cable design and mfre. ; Commissioned in the permanent force as Ordnance Mech.
Eng., l c of inspection of elec. engrg. purchases; 1940, promoted to Capt. and O.M.E.
3rd Class; June, 1942, promoted to Major, Technical Staff Officer, Grade 2, and
i >..\1 E. 2nd Class; at present, Deputy Asst. Director of Inspection (E.E.), Inspection
Hoard of United Kingdom and Canada, Ottawa, Ont. (Jr. 1938.)
References: B. G. Ballard, G. A. Wallace, N. L. Dann, N. L. Morgan, J. Cameron,
W T. Fanjoy, G. W. Arnold.
REEVE— DAVID DOUGLAS, of Arvida, Que. Born at Vancouver, B.C., Nov.
29th, 1912; Educ: B.A.Sc, Univ. of B.C., 1933; R.P.E. of Que.; 1936 (June-Dec),
dftsman., B.C. Pulp & Paper Co., Port Alice, B.C.; 1937-39, dftsman., Abitibi Power
& Paper Co., Smooth Rocks Falls; 1939-40, designer, Quebec North Shore Paper Co.,
Haie Cornea u : I'.iln i I mo), designer, Hloedel, Stewart & Welch Ltd., Port Uberni;
1940-41, dftsman., Jan. 1942 to date, chief dftsman., Aluminum Co. of Canada Ltd.,
Arvida, Que. (Jr. 1940.)
References: R. H. Rimmer, A. T. Cairncross, M. G. Saunders, B. E. Bauman,
J. W. Ward
FOR TRANSFER FROM THK CLASS OF STUDENT
V.LLEN -RICHARD THOMAS WEBSTER, of 482 Parkdale Ave.. Toronto,
tint Horn at Roseisle, Man., Feb. 29th, 1912; Educ: B.Sc. (E.E.), Univ. of Alta.,
1935; one year post-graduate study; 1934-36, radio control operator; 1935-36,
instructor, Physics and dfting., Univ. of Alta.; 1935-37 (summers), highway surveys;
1937 (<i mos.), dfting., soil surveys; 1939, dfting., irrigation plans; 1939 to date.
supervision of concrete mtce. work and new concrete and steel structures, Qatineau
Power Company, Ottawa, Ont. (St. 1935.)
References: W. V. G. Gliddon, B. C. Silver, H. J. MacLeod, E. Viens, W. E. Blue.
NEAR— JAMES DA I LEY, of 54 Thomas St., St. Catharines, Ont. Born at
Stratford, Ont., Dec 27th, 1915; Educ: B.A.Sc, Univ. of Toronto, 1941' 1938-40
(summers), Dept. of Highways of Ont., and W. C Brennan Contracting Co.; 1941
to date, Lieut., R.C.E., at present overseas. (St. 1940.)
References: R. F. Legget, C R. Young, J. J. Spence, M. H. Jones, A. L. McPhail.
NOBLE— WILLIAM LAWRENCE, of Windsor, Ont. Born at Winnipeg, Man.,
June 9th, 1921; Educ: B.Sc (Civil), Univ. of Sask., 1941; 1941-42, dftsman., and
Feb. 1942 to date, estimator, Canadian Bridge Co. Ltd., Walkerville, Ont. (St. 1941.)
References: R. A. Spencer, I. M. Fraser, W. G. Mitchell, P. E. Adams, J. M. Wyllie.
542
September, 1943 THE ENGINEERING JOURNAL
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless—
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
PARTNER WANTED, graduate mechanical engineer
wanted in small but successful manufacturing plant
and machine shop in central Ontario city. Plant
currently engaged on war work but with extensive
peacetime programme definitely settled. Applicant
must have executive and administrative ability,
preferably with some production experience on
machine tools. Moderate investment required.
Apply to Box No. 2660-V.
EXPERIENCED STRUCTURAL STEEL
DRAUGHTSMEN. Location Windsor, Ontario.
Apply to Box No. 2662-V.
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
SITUATIONS WANTED
MECHANICAL ENGINEER, executive ability,
desires permanent position with responsibility and
future. Presently employed but war conditions
necessitate change. Apply to Box No. 270-W.
CIVIL ENGINEER, B.A. Sa, Age 34, married.
Experience covering heating, air-conditioning,
mining. Design, construction and maintenance of
sewers, waterworks, streets and highways, including
surveying, location, estimating, inspection, drainage
and soundings. Presently employed but desires
advancement. Apply to Box No. 1859-W.
STRUCTURAL ENGINEER, m.e.i.c, modern
methods reinforced concrete design, experienced on
construction. Location immaterial. Preference for
West. Excellent civil experience home and abroad.
Apply to Box No. 2425-W.
GRADUATE CIVIL ENGINEER, Queen's Univer-
sity, age 43, 20 years experience highways, bridges,
buildings, docks, municipal pavements, sewers and
waterworks. Surveying, estimating and design;
emphasis on economy in earthwork and concrete.
Versatile, practical and good personality for meeting
the public. Presently employed, desires position as
municipal engineer or with general contractor. Apply
to Box No. 2453-W.
FOR SALE
One Clinometer or Slope Level (No. 5805 in
K. & E. Catalogue. Never used.
One Recording Barometer, similar to No. 5941
inlK. & E. Catalogue. Size of case HJ4"x5}4"x6".
No reasonable offer refused. Apply to Box 52-S.
REQUIRED IMMEDIATELY
Chemical, Civil, Mechanical
and
Metallurgical Engineers
For Production Supervision
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to
The Aluminum Company of Canada
Limited
1700 Sun Life Building
Montreal, Que.
AMATOL
Health and- Safety Hazards and Precautionary
Measures
national safety council, inc.
chicago 6, illinois
Uses — Amatol is used as a bursting charge for high
explosive shells.
Description and Properties — Amatol is a mixture of ammo-
nium nitrate and TNT in equal parts, for shells from 75
millimeters up to and including 4.7 inches. For shells above
4.7 inches the mixture is 80 per cent ammonium nitrate
and 20 per cent TNT (1)
Amatol is hygroscopic, insensitive to friction, but can be
detonated by severe impact. It is more insensitive than
TNT to explosions by initiators. 50-50 amatol has approxi-
mately the same rate of detonation and strength as TNT,
but 80-20 amatol is slightly lower in rate of detonation and
brisance. Amatol has no tendency to form dangerous com-
pounds with metals other than copper. (1)
Another reference states that by itself ammonium nitrate
can be exploded only with difficulty (2), but mixed with
TXT the mixture is stronger than pure TNT, and is easily
detonated. (14)
Manufacture — Amatol is mixed at the loading plant by
adding molten TNT to hot granular ammonium nitrate to
form a liquid which is poured into the shell (15); however
80-20 amatol cannot be loaded by the casting method. (1)
Safety — Inasmuch as amatol is mixed at the time of shell
loading, there should be no occasion for storing. However,
if stored, boxes lined with moisture-proof paper, holding
100 pounds net weight, are recommended. (2)
Drenching systems controlled automatically and by in-
stantaneous devices are desirable on melting kettles and
other process machinery. Safety uniforms and safety shoes
are required in the process building. All practices and pre-
cautions relating to safety in the handling of TNT are re-
quired in processes involving amatol. (2)
Health Hazards — The ammonium nitrate in amatol is
very hygroscopic and acts as a vehicle to hold TNT in
contact with the skin, tending to increase the rate of TNT
absorption (15). TNT is a more severe skin irritant than
ammonium nitrate alone.
Ammonium nitrate is not a systemic poison; however,
the TNT present in amatol can cause systemic poisoning
and all precautionary measures indicated for the control
of TNT exposures should be applied to amatol exposures.
Atmospheric contamination by TNT fumes or dust should
be kept below the currently accepted maximum allowable
concentration of 1.5 milligrams per cubic meter of air. (3)
References
(1) Military Explosives. Technical Manual TM9-2900, War Depart-
ment, Washington, D.C.
(2) Ordnance Safety Manual, Office of Chief of Ordnance, December 1,
1941.
(3) Manual of Industrial Hygiene, United States Public Health
Service.
(14) Industrial Chemistry, E. R. Riegel.
(15) Address before Mid-West Safety Conference, Major Geo. D.
Rogers, Ordnance Department Safety Officer, May 8, 1941.
This Wartime Safety Digest is prepared for the immediate informa-
tion and use of companies handling and processing amatol.
It is not an exhaustive treatment of the subject, but it does provide
sound, basic data.
Members may write to the Division of Industrial Safety, National
Safety Council, for comment on specific aspects of their problem not
covered in this Digest.
THE ENGINEERING JOURNAL September, 1943
543
Industrial News
TAP DRILL DATA CHART
Canadian SKF Company, Ltd., Toronto,
Ont., have for distribution chart No. 28 in
the series of "Useful Tables and Charts" being
issued by the company. It contains specifica-
tions on tap drills for A.S.M.E. machine screw
threads under the headings; Size of Tap
Threads per Inch, Size of Drill for Tapping,
Suggested Clearance and Drill for O-dia.
Machine Screw. All sizes of tap from 0-80 to
30-16 are given.
PRACTICAL ARC WELDING
Canadian Westinghouse Company, Ltd.,
Hamilton, Ont., have prepared a 24-page
booklet, the contents of which are directed
towards the specific objective of the conser-
vation of vital war materials. It provides in-
structions to welding operators covering each
step in the repair by arc welding of shanks or
tangs on drills, reamers, end mills and similar
tools; of chipped cutting edges or broken teeth
on tools made from high speed steel; of
machine parts made from medium carbon and
alloy steels and of bronze castings, the latter
by the electric carbon arc process. A section
is devoted to the means of eliminating the
unused stub ends of arc welding electrodes.
RETURNS TO PRIVATE BUSINESS
It was recently announced from Ottawa
that W. H. Milne has left the Munitions &
Supply Department, where he served as tech-
nical advisor to the Naval Shipbuilding
Branch for the past two years, to return to
his firm, German and Milne, of Montreal,
naval architects. On the occasion of Mr.
Milne's leaving Ottawa, the Department paid
high tribute to the service he had given and
stated that his experience as a naval architect
and shipbuilder had contributed effectively
to the success of the programme. Mr. Milne's
services will continue to be available to the
department if required.
PRIZE WINNERS
J. A. M. Galilee, assistant advertising man-
ager of the Canadian Westinghouse Co. Ltd.,
won first prize in the recent essay contest
sponsored by the Canadian Electrical Associa-
tion. Entrants were required to write on "How
Can Electricity be Used for Greater Efficiency
in Industry ?". Other winners in the contest
were H. H. Schwartz of Northern Electric Co.
Ltd., Montreal, and P. W. Shill of British
Columbia Electric Railway Co. Ltd., Van-
couver, B.C.
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 is continuing its activity in
investigating the occurrences of the
strategic minerals of manganese,
tungsten and oil. It is also conduct-
ing field investigations with diamond
drilling on certain occurrences of
fluorite, iron-manganese, salt and
molybdenum.
THE DEPARTMENT OF MINES
HALIFAX
L. D. CURRIE A. E. CAMERON
Minister Deputy Minister
J. A. M. Galilee
S. W. Fairweather
RECENT APPOINTMENT
The appointment of S. W. Fairweather as
vice-president of research and development
of the Canadian National Railways was re-
cently announced by R. C. Vaughan, chair-
man and president of the National System.
Mr. Fairweather who has had extensive and
varied experience in transportation matters,
comes of New Brunswick United Empire
Loyalist stock. He studied engineering at
Acadia and McGill Universities, and after
graduation joined the forces of the Depart-
ment of Railways and Canals, his appoint-
ment dating May, 1916. His first service for
the department was as assistant engineer on
the car ferry terminals to Prince Edward
Island. He was later employed as assistant
engineer on the Quebec bridge. Afterwards he
was transferred to Ottawa where he was at-
tached to the consulting engineer for the
Dominion Government. In 1919, he joined
the staff of the Grand Trunk Arbitration on
the Government side.
In 1923 Mr. Fairweather joined the Bureau
of Economics of the Canadian National Rail-
ways, serving, first, as assistant to the director,
and in 1930, being appointed director of this
branch of the system activities. In 1939, he
became chief of research and development,
and has now been appointed vice-president.
ELECTRONICS
So great has the interest proved and so in-
sistent the demand for information regarding
the nature and possibilities of electronics that
Canadian General Electric Company, Ltd.,
Toronto, Ont., has just issued a most attrac-
tive book — "Electronics — a New Science for
a New World" — in which the whole fascinat-
ing story of electronics is pictured and
described.
Thanks to electronics, ships and planes can
be guided to safety through the densest fog.
The surgeon can examine the sub- microscopic
structure of the body tissue. The fireman can
"smell" smoke in a home far across the city.
The cosmetician can match lipstick colour.
The steel worker can detect flaws in battle
ship armour plate. Electronics can aid the
textile manufacturer, the printer, the potter,
the miner, the bottler of drinks and the pack-
ager of foods.
Copies of "Electronics — A New Science for
a New World" are available upon request to
the company.
RECENT APPOINTMENTS
H. N. Mallon, president of Dresser Manu-
facturing Company, has announced the
election of Norman Chandler of Los Angeles,
as a member of the company's board of
directors, and R. E. Reimer, of Bradford, Pa.,
as secretary and treasurer. Mr. Chandler is
president and general manager of the Los
Angeles Times and secretary of the American
Newspaper Publishers Association. He is also
a director of Pacific Pump Works, of Hunting-
ton Park, Calif., one of Dresser's subsidiaries.
Mr. Reimer has been with the company since
January, 1929, and has been treasurer since
May 1932. His election to the additional office
of secretary fills a vacancy by the death of
Merrill N. Davis.
NEW DIVISION
La Salle Builders Supply Ltd., Montreal,
Que., have announced the formation of a new
department, to be known as the "Industrial
Division," incorporating the foundry supplies,
refractories and specialties branches.
Mr. E. F. Vincent, who is a director of the
company, will be in charge of the division.
Mr. Vincent has been with the company since
its inception and is well-known throughout the
industrial trade, and prior to his joining this
company was with The Canadian Fairbanks-
Morse Co. Ltd.
E. F. Vincent
544
September, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, OCTOBER 1943
NUMBER 10
"To facilitate the acquirement and interchange of professional knowledge
among its members, to promote their professional interests, to encourage
original research, to develop and maintain high standards in the engineering
profession and to enhance the usefulness of the profession to the public."
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIELD STREET - MONTREAL
L. AUSTIN WRIGHT, m.b.i.c.
Editor
LOUIS TRUDEL. m.b.i.c
Attittant Editor
N. E. D. SHEPPARD, m.b.i.c.
Advertiiing Manager
PUBLICATION COMMITTEE
J. A. LALONDE, m.b.i.c, Chairman
R. D»L. FRENCH, m.b.i.c. Vice-chairman
A. C. D. BLANCHARD, m.b.i.c.
H. F. FINNEMORE, m.b.i.c.
T. J. LAFRENIÈRE, m.b.i.c.
Prie* 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 Affiliate», 25 cents a copy, $2.00 a year.
—Entered at the Post Office, Montreal, as
Second Class Matter.
THE INSTITUTE cm a body is not responsible
either for the nettement* made or for the
opinion» expreeted in the following page».
CONTENTS
INSTITUTE HEADQUARTERS Cover
i {Reproduction of a pencil sketch made by the American artist,
Vernon Howe Bailey, and presented to the Institute by a friend.)
DeCEW FALLS DEVELOPMENT 548
Otto Holden, M.E.I.C.
CANADIAN SURVEYS AND MAPS IN PEACE AND IN WAR . . 556
F. H. Peters, M.E.I.C.
MODERN TIMRER ENGINEERING 560
Carson F. Morrison, M.E.I.C.
THE ENGINEERING INSTITUTE OF CANADA AND THE
PROVINCIAL ASSOCIATIONS 568
ARSTRACTS OF CURRENT LITERATURE 577
FROM MONTH TO MONTH 580
PERSONALS 591
Visitors to Headquarters 593
Obituaries 593
NEWS OF THE RRANCHES 595
NEWS OF OTHER SOCIETIES 596
LIRRARY NOTES 597
PRELIMINARY NOTICE 600
EMPLOYMENT SERVICE 601
INDUSTRIAL NEWS 602
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P. BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
•S. G. COULTIS. Calgary, Alta.
*G. L. DICKSON, Moncton, N.B.
tE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
*E. D. GRAY -DONALD, Quebec, Que.
*J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
*W. G. HUNT, Montreal, Que.
•E. W. IZARD, Victoria, B.C.
• For 1943. t For 1943-44 t For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que.
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG. Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont.
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
XJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
♦A. W. F. McQUEEN, Niagara Falls, Ont
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John. N.B.
tC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING. Sault Ste. Marie, Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Beauharnois, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT, Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, 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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING, Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MacRAE
F. V. SEIBERT
E. STANSFIELD
G. W. WADDINGTON
JULIAN C. SMITH MEDAL
K. M. CAMERON, Chairman
C. J. MACKENZIE
C. R. YOUNG
MEMBERSHD?
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prize
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galbraith Prize
L. F. GRANT, Chairman
H. E. BRANDON
N. B. MacROSTIE
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H.F. BENNETT, Chairman R. DeL. FRENCH
J. BENOIT R. F. LEGGET
D. S. ELLIS A. E.MACDONALD
J. N. FINLAYSON H. W. McKIEL
POST-WAR PROBLEMS
W.C.MILLER, Chairman H. MASSUE
F. ALPORT
J. S. BATES
dbGASPE BEAUBIEN
A. L. CARRUTHERS
3. M. FLEMING
E. R. JACOBSEN
G. R. LANGLEY
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. Chairman
R. F. LEGGET
I. P. MACNAB
J. A. McCRORY
H. J. McEWEN
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÉ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. O. SCOTT
T. G. TYRER
H. K. WYMAN
g. l. Mackenzie
D. A.R. McCANNEL
A. W. F. McQUEEN
G. MacL. PITTS
P. M. SAUDER
D. C. TENNANT
P. E. ADAMS
J. N. ANDERSON
S. R. BANKS
H. F. BENNETT
W. D. BRACKEN
W. P. BRERETON
J. M. DAVIDSON
R. S. EADIE
E. V. GAGE
G. A. GAHERTY
R. J. GIBB
A. GRAY
J. GRIEVE
J. L. LANG
INDUSTRIAL RELATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
D. BOYD S. M. GOSSAGE
J. P. BRIERLEY F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
R. DUPUIS W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
546
October, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Viee-Chair., J. B. DOWLER
Executive, J. F. BLOWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), G. E. MEDLAR
H. L. JOHNSTON
See.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont
CALGARY
Chairman,
Executive,
J. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
A. HIGGINS
W. E. ROBINSON
(Ex-Officio), S. G. COULTIS
G. P. F. BOESE
H. J. McEWEN
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.-Trea:, S. C. MIFFLEN,
60 Whitney Avt., Sydney, N.S.
EDMONTON
Chairman, C. W. CARRY
Vice-Chair., B. W. PITFIELD
Executive, J. A. ALLAN
J. W. JUDGE
E. D. ROBERTSON
J. D. A. MACDONALD
I. F. MORRISON
H. W. TYE
(Ex-Officio), D. HUTCHISON
E. NELSON
Sec.-Treas., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
D. C. V. DUFF
L. E. MITCHELL
P. A. LOVETT
A. E. FLYNN
G. T. CLARKE
G. J. CURRIE
J. D. FRASER
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE .
R. B. STEWART
K. L. DAWSON
(Ex-Officio), J. R. KAYE S. SCRYMGEOUR
Sec.-Treas., S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Hollie Street,
Halifax, N.S.
HAMILTON
Chairman, T. S. GLOVER
Vice-Chair., H. A. COOCH
Executive, C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
(Ex-Officio), W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
Sec. Treas., W. E. BROWN,
91 Barnesdale Blvd.,
Hamilton, Ont.
KINGSTON
Chairman,
Vice-Chair.
Executive,
A. JACKSON
K. M. WINSLOW
S. D. LASH
W. F. NOONAN
J. R. CARTER
J. D. LEE
(Ex-Officio), T. A. McGINNIS
L. F. GRANT
Sec. Treas., R. A. LOW,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
LAKEHEAD
Chairman, R. B. CHANDLER
Vice-Chair., S. T. McCAVOUR
Executive, S. E. FLOOK
O. J. KOREEN
E. L. GOODALL
J. I. CARMICHAEL
W. H. SMALL
A. D. NORTON
E. A. KELLY
J. S. WILSON
(Ex-Officio), E. M. G. MacGILL
(Mrs. E. J. Soulsby)
E. J. DAVIES H. G. O'LEARY
Sec.-Treas., W. C. BYERS,
o/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
(Bx-Offieio), J. HAÏMES
Stc.-Treat., R. B. McKENZIE.
McKenzie Electric Ltd.,
706, 3rd Ave. S., Lethbridge, Alta.
LONDON
Chairman, T. L. McMANAMNA
Vice-Chair., R. S. CHARLES
Executive, H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
F. C. BALL
V. A. McKILLOP
(Ex-Officio), F. T. JULIAN
J. A. VANCE
Sec. Treas., H. G. STEAD,
60 Alexandra Street,
London, Ont.
MONCTON
Chairman, J. A. GODFREY
Vice-Chair., A. S. DONALD
Executive, E. R. EVANS H. W. HOLE
A. GORDON G. C. TORRENS
G. E. SMITH
(Ex-Officio), H. J. CRUDGE
G. L. DICKSON
Sec.-Treas., V. C. BLACKETT,
Engrg. Dept., C.N.R.
Moncton, N.B.
MONTREAL
Chairman, R. S. EADIE
Vice-Chair., C. C. LINDSAY
Executive, H. F. FINNEMORE
R. C. FLITTON
G. D. HULME
C. E. GELINAS
K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
J. E. ARMSTRONG
R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. MacL. PITTS
E. V. GAGE
See.-7Veas., L. A. DUCHASTEL,
40 Kelvin Avenue,
Outremont, Que.
NIAGARA PENINSULA
Chairman, G. E. GRIFFITHS
Vice-Chair., W. D. BRACKEN
Executive, A. G. HERR
C. G. MOON
G. F. VOLLMER
H. E. BARNETT
J. W. BROOKS
G. MORRISON
D. S. SCRYMGEOUR
(Ex-Officio), C. G. CLINE
A. W. F. McQUEEN
Sec.-TYeas., J. H. INGS,
2135 Culp Street,
Niagara Falls, Ont.
OTTAWA
Chairman,
Executive,
G. H. FERGUSON
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio), T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treas., A. A. SWINNERTON
Dept. of Mines & Resources,
Ottawa, Ont.
PETERBOROUGH
Chairman, A. R. JONES
Executive, R. L. DOBBIN
A. L. MALBY
F. R. POPE
C. R. WHITTEMORE
(Ex-Officio), D. J. EMERY
H. R. SILLS
Sec.-Treas., A. J. GIRDWOOD,
308 Monaghan Road,
Peterborough, Ont.
QUEBEC
Life Hon.-
Chair., A. R. DÉCARY
Chairman, RENÉ DUPUIS
Vice-Chair., E. D. GRAY-DONALD
Executive, S. PICARD G. ST-JACQUES
L. GAGNON A. E. PARÉ
G. W. WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec.-Treas., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman, CHAS. MILLER
Vice-Chair., G. B. MOXON
Executive, J. FRISCH W. E. COOPER
F. T. BOUTILIER
(Ex-Officio), R. H. RIMMER J. W. WARD
ALEX. T. CAIRNCROSS
Sec.-Trea».. ALEX. T. CAIRNCROSS,
8-C Brittany Row,
Arvida, Que.
M. EATON
J. JOYAL
H. G. TIMMIS
SAINT JOHN
Chairman, A. O. WOLFF
Vice-Chair., C. D. McALLISTER
Executive, G. M. BROWN
C. C. KIRBY
(Ex-Officio), G. G. MURDOCH
J. P. MOONEY
D. R. SMITH
G. W. GRIFFIN
Sec.-Treas., G. L. PHILLIPS,
Saint John Dry Dock &
Shipbldg. Co. Ltd.,
East Saint John, N.B.
ST. MAURICE VALLEY
Chairman, J. H. FREGEAU
Vice-Chair., R. DORION
Executive, G. B. BAXTER
E. BUTLER
A. G. JACQUES
R. D. PACKARD
E. T. BUCHANAN
W. E. A. McLEISH
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Sec.-Treas., DAVID E. ELLIS,
Shawinigan Water & Power
Company,
P.O. Box 190,
Three Rivers, Que
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., J. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec. Treas., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE. MARIE
Chairman, N. C. COWIE
Vice-Chair., A. M. WILSON
Executive, C. O. MADDOCK
C. R. MURDOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), J. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treas., O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
TORONTO
Chairman,
Vice-Chair.
Executive,
W
s.
F.
E.
C.
(Ex-Officio), H.
T.
N.
J.
Sec.-Treas., S.
VANCOUVER
Chairman, W
Vice-Chair., T.
Executive, J.
R.
E.
(Ex-Officio), W
C.
Sec.-7>ea«., P.
. H. M. LAUGHLIN
R. FROST
J. BLAIR R. F. LEGGET
G. HEWSON A. H. HULL
F. MORRISON E. A. CROSS
E. BRANDON W. S. WILSON
H. HOGG C. R. YOUNG
MacNICOL
M. VAN WINCKLE
H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
. N. KELLY
V. BERRY
P. FRASER H. P. ARCHIBALD
E. POTTER I. C. BARLTROP
S. JONES H. J. MacLEOD
. O. SCOTT
E. WEBB
B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C.
VICTORIA
Chairman, KENNETH REID
Vice-Chair., A. L. FORD
Executive, H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec.-Treas., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec.-Treas.,
J. T. DYMENT
T. H. KIRBY
C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
T E. STOREY,
55 Princess Street,
Winnipeg, Man.
THE ENGINEERING JOURNAL October, 1943
547
DECEW FALLS DEVELOPMENT
OTTO HOLDEN, m.e.i.c.
Chief Hydraulic Engineer, The Hydro-Electric Power Commission of Ontario, Toronto
While the DeCew Falls development cannot be classed
among the major water power projects from point of size,
it is somewhat unusual in the number and variety of the
conditions and problems encountered.
DeCew falls, themselves, take their name from one of
the first settlers in the district who in 1788 secured the lots
embracing the falls on Beaver Dams creek. His name orig-
inally was John DeCou and, while of Huguenot French
descent, he came to Canada with other United Empire
Loyalists in the years following the American Revolutionary
War.
John DeCou built various mills near the falls, and finally
developed a considerable settlement. He later built a sub-
stantial home, which still stands. He served as a captain
of militia in the war of 1812, and it was while he was a
prisoner of war that Laura Secord made her famous journey
to warn Captain Fitzgibbon, then stationed at the DeCou
home, a story which is familiar to all Canadians.
Following the war, a plan was considered to bring more
water to his mills by diverting flow from the Welland river
to Twelve Mile creek. This proposal, it is recorded, was
the genesis of the original Welland canal. At first, it was
suggested, this canal should follow the valley of Twelve
Mile creek and its tributary, Beaver Dams creek.
The name "DeCew Falls Development" is apt to be
somewhat misleading, in that it- perhaps conveys the im-
pression that the works are designed to utilize the water
now passing over the waterfall of this name. Instead, the
development is supplied with water drawn from the Welland
canal near Allanburg, and the major works are located on
Twelve Mile creek, a relatively small stream, about three
miles west of the city of St. Catharines. It will utilize the
major portion of the difference in level of 326 ft. between
lake Erie and lake Ontario.
In the Queenston development, on the Niagara river,
which also employs the drop in level between these two
lakes, the water reaches the forebay by way of the Niagara
river and the Queenston-Chippawa canal. In the course of
lO
Fig. 1 — Plan of Niagara Peninsula showing location of DeCew
Falls development.
this route there is a drop of some 30 ft. to the forebay level,
the net head on the plant being about 295 ft. In the DeCew
Falls development, the water travels through the Welland
canal from lake Erie to Allanburg, and thence into the
forebay of the development. Over this distance there is a
drop of some It) ft. From the DeCew Falls plant to lake
Ontario, however, there is a further drop of 39 ft., resulting
in a net head of 270 ft.
At the end of the last century, one of the earliest high
head developments in Canada was undertaken by the
diversion of water from the Welland canal and its convey-
ance to the escarpment at DeCew falls. The works con-
structed at that time constitute the present DeCew Falls
plant, and its conception and successful operation for fody
years are a tribute to the courage, foresight and ability of
its builders.
The first development consisted essentially of a channel
starting from the Welland canal at Allanburg and extending
north to an artificial lake in the valley of Beaver Dams
creek, created by the damming of this stream, and known
as lake Gibson. From this lake, water was conveyed by
pipe lines down the escarpment to the power house located
on the banks of Twelve Mile creek. Through this waterway
and the Second Welland canal, the discharge from the plant
found its way to lake Ontario.
In 1930 this plant and its associated facilities were pur-
chased by The Hydro-Electric Power Commission of
Ontario, which has maintained its operation. Its eventual
enlargement as a peak load plant in the Commission's
Niagara System was envisaged at the time of purchase.
The rapid and continued increase in power requirements,
resulting from the ever growing industrial activity conse-
quent on the production of munitions and military equip-
ment, rendered necessary the provision of additional gen-
erating capacity. The opportunity offered by the DeCew
Falls site to secure additional power at a comparatively
early date was regarded favourably by the Commission,
and the construction of a new power house and appurtenant
works was authorized.
Water Supply
Before proceeding with a description of the various com-
ponents of this development, it is of interest to note that
the water required for the operation of this additional in-
stallation is to be provided by diversions from the Albany
river watershed into the Great Lakes basin. These diver-
sions are commonly known as the Long Lac and Ogoki
diversions. The former, now in operation, brings from Long
lake into lake Superior water which normally flowed north
to James bay. This is accomplished by means of a dam on
the Kenogami river some 15 miles north of Long lake,
which controls the level of the latter, and by the excavation
of a channel through the height of land at the south end
of Long lake. At this latter point, works for the control of
the flow to the south are provided, including a long slide
for the passage of timber. These works, in addition to divert-
ing water, also facilitate the transit of forest products to
market from an area of over 1,500 sq. mi. To date, over
65,000 cords have been brought over this water route in a
single season.
Further west and immediately north of lake Nipigon,
work has just been completed on another project, known
as the Ogoki diversion. By the construction of a dam on
the Ogoki river, which is a large tributary of the Albany
river, water now flowing to James bay will be diverted
south, through a channel excavated on the height of land
between the Albany and Nipigon watersheds, into lake
Nipigon. This water can be utilized for the development of
548
October, 1943 THE ENGINEERING JOURNAL
Fig. 2 — General plan showing location of structures and improvements.
additional power on the Nipigon river, together with the
water from Long lake, at Sault Ste. Marie, through the
fall between lake Erie and lake Ontario, and on the St.
Lawrence river. Work on this project was commenced in
December of 1940. One of the interesting problems in con-
nection with this diversion project was the construction
of a large dam, containing 35,000 cu. yds. of concrete in
the virgin wilderness some 50 mi. north of the nearest rail-
way. Materials were transported over winter roads by means
of sleighs and tractors, as much as 11,000 tons of freight
being hauled in this manner in a single season.
General Description of Development
The development now under construction, as shown on
the general plan in Fig. 2, is similar to the earlier under-
taking in that it draws its water supply from the Wellahd
canal into lake Gibson, and thence to the escarpment of
Twelve Mile creek where it enters the penstocks leading to
the power house set at the creek level. There are, however,
many changes in the component parts. The intake from
the Welland Ship canal is located about one-half mile north
of the original intake, and instead of drawing directly from
the Ship canal, makes use of a portion of the Third Welland
canal. The control and measuring structure is designed to
give more accurate and convenient measurement of the
inflow and, at the same time, to provide economy in opera-
tion. Additional excavation is required in the channel join-
ing the southern and northern portions of the head pond
(lake Gibson), and the material thus made available has
been used to raise the dykes containing this lake on its
west boundary.
From the head pond a new head race canal, approxi-
mately 2,100 ft. long, has been excavated largely in solid
rock, to provide a channel to the edge of the escarpment,
where a headworks structure accommodating racks and
control gates and transition entrance to the penstock, has
been constructed. A penstock 163^ ft. in diameter, located
on the sixty-degree slope to which the cliff has been exca-
vated, extends to the power house, which will house one
65,000 hp. vertical unit discharging by a short tailrace into
Twelve Mile creek. The channel of this stream, which now
carries the flow from the original development, is being
materially enlarged over a length of some four miles to
carry the additional discharge from the new installation.
Rock fill weirs are being constructed at various points along
this route, to reduce the amount of excavation required.
At Welland Vale and Port Dalhousie, works to control the
levels and accommodate the increased flow are nearing
completion.
Intake
To accommodate the increased draft of water from the
Welland canal under conditions suitable to navigation, a
new channel, connecting the ship canal with lake
Gibson, is under construction about one-half mile north
of Allanburg.
In the design of this intake, which will also accommo-
date the water now being drawn through the present intake,
use is made of an unfilled portion of the Third Welland
canal, which at this point joins the Ship canal at an acute
angle. This circumstance makes it possible to secure, at
reasonable cost, an outlet from the Ship canal with sufficient
area to avoid a side draft which might make navigation
difficult for passing vessels. By enlarging this earlier navi-
gation channel, the water is conveyed to within 1,000 ft.
of the head pond, from which point a new channel has been
excavated. In this latter channel, the intake control works
are constructed on sound limestone foundations.
The intake control works consist essentially of a series
of piers with supporting wing walls, between which there
are six tubes each 7 ft. in diameter. At the downstream end
of each tube, an elbow, at 20 deg. with the horizontal, de-
flects the issuing jet from the channel bottom to reduce the
scouring action. Stop-log checks are provided at both up-
stream and downstream ends of the tubes to permit of
unwatering for inspection and maintenance. The function
*t-<*L.
Fig. 3 — Cross-section of intake control structure.
THE ENGINEERING JOURNAL October, 1943
549
INTAKE MODEL
PLOT or MEASURING DIFFERENTIAL
AGAINST DISCKARSE AND VELOCITY
HEAD IN INTAKE TU8E TO DETECT
EFFECT OF VALVE OPENING OR
DEFLECTING ELBOW ANSLE ON
METER COEFFICIENT
h - measuring Differential in Model, feet
Fig. 4 — Plot of intake model test data, showing measuring
differential to be a function of flow only.
of these tubes is to control and measure the flow drawn
from the Welland canal.
Control is secured by means of a butterfly valve located
in each tube, while measurement is accomplished by using
each tube as a meter. A high pressure tap is connected to
the upstream face of the structure and a low pressure tap
to the tube upstream from the butterfly valve. The pres-
sure differential between these points is to be used to deter-
mine the flow.
As very definite limits are set on the amount of water
that may be taken, it is essential that the measuring device
be accurate and reliable. To determine the suitability of
the tubes for this purpose, to gain a knowledge of overall
discharging capacity of the tubes, and to discover the opti-
mum angle of the deflecting elbow, tests were made of a
model of the structure.
The scale ratio between prototype and model was 24:1,
and one full bay and two half bays were reproduced. The
tests thus corresponded to one tube operating with adjacent
tubes closed.
To be assured of the suitability of the tubes as a measuring
device, it was essential that the pressure differential be a
function of the flow only, and unaffected by the position
of the butterfly valve or the deflecting elbow. The results
obtained confirmed that these requirements were met, as
will be shown by reference to Fig. 4.
In order that the plant operators would at all times be
cognizant of the amount of water being drawn from the
canal, automatic metering is desirable. To simplify this
arrangement, a meter coefficient constant over the operating
range is necessary, and this condition requires a straight
line relation between the measuring differential and the
velocity head in the tube. Figure 3 shows
this also to be the case. Except at lowest
model velocities, the computed meter co-
efficient was found to be constant at 0.987,
including the velocity of approach. In
Fig. 5, a curve of Venturi meter co-
efficients expressed as a function of the
Reynolds' numbers is reproduced from
"Fluid Meters Reports" of the American
Society of Mechanical Engineers. The meters
referred to in this report all have a con-
traction ratio of 2:1, and only the limiting
sizes are included. Super-imposed on this
curve is the coefficient curve found for
the intake model, extrapolated to proto-
type Reynolds' numbers. Despite the differ-
ence in shape between intake tube and a
standard 2:1 contraction ratio Venturi
meter, a striking similarity may be observed
between their respective coefficients. As may
be noted from Fig. 5 the prototype will
operate at considerably higher Reynolds'
numbers than the model, and as the meter
coefficient became constant at model test Reynolds
numbers, it may safely be predicted that a constant meter
coefficient will exist over almost 100 per cent of the proto-
type flow range. This indicates that the intake tubes should
be accurate flow measuring devices.
From tests made on various elbows, it was found that
one with an angle of 20 deg. to the horizontal was most
satisfactory in producing conditions which would not be
conducive to scouring below the intake. Over the greater
part of the range of flows, this elbow raised the high velocity
jet from the channel bottom to the surface, and produced a
slow upstream current on the channel bottom for a distance
of about 150 ft. downstream from the intake. With the
20-deg. elbow in place, an overall coefficient of discharge
of 0.94 was obtained for the |ube. This coefficient appears
constant for all headwater and tailwater levels and, from
this, the overall discharge capacity of the tubes could be
calculated, and the area to be provided in the intake deter-
mined. The model was operated so that similar Froude
numbers existed between the model and prototype for cor-
responding flows. As the coefficient of discharge of the tubes,
and the relative water levels above and below the intake,
are functions of the Froude number, close similarity of
results may be expected between the model and the pro-
totype.
Head Pond
Lake Gibson, into which the intake canal empties, forms
the head pond of the development, and consists of two main
pools connected by an excavated channel. It is contained
on its western limits by earth dykes, and on the east by
the natural ground contours. The channel connecting the
two portions of the lake is being enlarged to pass the in-
creased quantity of water required for the operation of the
existing and new installations. The earth removed from
this channel was used to raise the dykes to provide for
higher water levels at some future date.
The storage provided by Lake Gibson is an outstanding
feature of this site. It offers the pondage necessary to main-
tain operation at variable loads to conform with the load
factor of the demand on the plant and, in combination with
other power sources at greater than system load factors,
will provide additional firm capacity.
The ultimate installed capacitv of the site will probably
range from 185,000 to 200,000 h.p. The present installed
capacity is 52,000 hp. of 66% cycle and construction plans
provide for the installation of one 65,000 hp. 25-cycle unit,
with certain elements being constructed to accommodate a
further unit of similar capacity. As all the water available
can be utilized by the present plant and the new unit,
with the latter operating at high load factor, the existing
:
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! ^r^-MOOEL TtST RANGE 0T CCNSTA.NT METER COEFFICIENT ;o»7j
tiPtCTED PR0T0_TTPC RANGE Or CONSTANT MCTER ÇQErTIClCWT VJ 91'
CONTRACTION RATIO OF ALL.
VCNTURl METERS SHOWN f I
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INTAKE MODEL
VENTURI METER COEFFICIENTS
EXPRESSED ASA FUNCTION OF THE
REYNOLDS NUM8ER, AS REPRODUCED
IN PART FROM THE'FLUID METERS'
REPORT OF TME AS ME WITH INTAKE
MODEL TEST VALUES SUPERIMPOSED
Fig. 5 — Comparison of intake meter coefficient, as determined
by model tests, with standard Venturi coefficients.
550
October, 1943 THE ENGINEERING JOURNAL
water level in the head pond provides sufficient pondage.
With the installation of further generating capacity, how-
ever, and consequent operation of the plant at lower load
factors, greater pondage will be required and it is to provide
for these future requirements that the dykes are being
raised.
Headrace Canal and Gate House
From the downstream or northern end of lake Gibson,
and to the east of the present gate house, a new headrace
canal, 2,100 ft. long and 40 ft. wide, is being excavated in
limestone to convey the water to the edge of the escarp-
ment. The construction of this channel involves the removal
of some 75,000 cu. yds. of earth and 85,000 cu. yds. of
rock, to provide a normal depth of water of 28 ft. This
waterway is of sufficient area to carry the flow for two
65,000 hp. units.
At the downstream end of this canal, and near the edge
of the escarpment, a concrete structure containing the racks
and control gates is now being erected. This structure is
designed to provide transition from the canal to the pen-
stock extending down the cliff face to the power house. The
deck of this head works and the retaining walls adjoining it
are carried to an elevation sufficient to provide for abnormal
water levels due to surges in the headrace canal resulting
from the sudden shut-down of the generating units. The
headworks is also constructed to provide for the installation
of an additional unit, and should it be necessary to install
a third unit, provision has been made for the excavation
of more rock without injury to the structure now being
built.
To protect against leakage from the canal between the
various rock strata, the area along the cliff for some 300 ft.
each side of the gate house is being pressure grouted with
holes varying in depth from 10 to 150 ft. Grouting is also
being carried out along the headrace canal in the vicinity
of St. Catharines waterworks tunnel, over which the canal
passes.
Penstock, Power House and Equipment
The penstock connecting the headworks and the turbine
casing is of rivetted construction throughout and has a
diameter of 16^ ft. down to the lower elbow, which tapers
to 133^2 ft. in diameter. It is designed to withstand the
static head plus pressure rise due to closure of the turbine
gates. Constructed in a slot excavated in the rock cliff, it
will be enclosed in a concrete envelope having a minimum
thickness of 18 in.
Investigation of foundation conditions showed that rock
was about 90 ft. below the ground surface in the vicinity
of the 66% cycle plant, which is located on the bank of
Twelve Mile creek. To secure a rock support for the new
installation, considered advisable in view of the loads to
Fig. 6 — Photograph of headworks nearing completion.
THE ENGINEERING JOURNAL October, 1943
Fig. 7 — Cross-section of headworks.
be sustained, it was necessary to place the power house in
the escarpment some 300 ft. from the present water's edge.
The power house substructure is of reinforced concrete
and, in addition to supporting and housing the generating
equipment, will provide the water passages to and from the
turbine and the necessary erection and storage space, as
well as the passages for air supply to the generator. The
superstructure is being faced with cut stone, and will be of
windowless design. It provides support for a crane of 280-
ton capacity for the handling of the equipment including
the transformers. The latter are located in an outdoor sta-
tion but are so arranged that they may be brought into the
power house erection bay for maintenance and repairs.
Transferred from the Commission's Abitibi Canyon de-
velopment, the unit now being installed at DeCew will
have a capacity of 65,000 hp. when operating under the
available head of 265 ft.
This unit is a Canadian Allis-Chalmers vertical shaft
type, the turbine runner being of a Francis design, set in
a steel plate scroll case and is controlled by an Allis-
Chalmers oil pressure governor. It is directly connected to
a Canadian General Electric generator with a rated capacity
of 48,500 kv-a. at 13,800 volts.
When operating under the head of 237 ft. available at
Abitibi Canyon, this unit had a rating of 65,000 hp., and
the turbine capacity under the higher head at DeCew Falls
would materially exceed this amount. The output, however,
is limited to 65,000 hp. to conform with the generator capa-
city. With this limitation on capacity, the turbine will not
operate over its full range. Operating under these conditions,
it was thought, might seriously affect the operating
efficiency.
However, tests made when the unit was in operation at
Abitibi Canyon showed how this unit would perform at
variable speeds, above and below the normal of 150 revolu-
tions per minute and with constant head. With this in-
formation it was possible to determine how it would func-
tion under the conditions prevailing at DeCew.
Figure 9 shows expected turbine efficiency for heads of
237 ft. (original installation), 265 ft. (DeCew Falls), and
285 ft. From this curve, it will be seen that a high efficiency
will obtain over a considerable range and, since the unit is
to be operated at a high load factor and seldom at low
loads, good operating results should be secured. When fur-
ther units are added at DeCew Falls to provide for opera-
tion of the plant at low load factors and when operation at
part load may be expected, a new runner, designed to suit
the existing head, can be installed.
To provide emergency discharge capacity from the head
pond into the tailrace, a nozzle has been provided on the
steel plate turbine casing having a discharging capacity of
551
Fig. 8 — Photograph of penstock and power house.
2,000 cu. ft. per sec. This nozzle is being equipped with a
Howell-Bunger disperser valve which will dissipate the
energy in the issuing jet and thus prevent damage to the
tailrace slopes.
In constructing the substructure for the present instal-
lation, a considerable amount of excavation for an addi-
tional unit was carried out. This included not only exca-
vation for the power house substructure, but also the cliff
excavation other than the slot for the future penstock. The
downstream portion of the draft tube for an additional
unit was also constructed, so that the excavation and con-
crete work for this further installation may be carried out
without the necessity of constructing a cofferdam.
Tailrace
From the draft tube, the discharge from the turbine flows
by way of Twelve Mile creek for three miles to its junction
with the disused Second Welland canal in the city of St.
Catharines and then follows this waterway to Martindale
pond, whence it passes through the outlet works to Port
Dalhousie harbour, and Lake Ontario.
A short tailrace, excavated in earth, extends from the
power house to join Twelve Mile creek. This stream now
carries the flow from the existing 66%-cycle plant, and is
being enlarged to carry the additional flow from the new
installation at non-eroding velocities. As will be seen by
reference to the plan, Twelve Mile creek follows a tortuous
channel in the bottom of a valley of considerable width.
The additional carrying capacity is provided, in most part,
by the excavation of a new channel of more direct align-
ment, cutting across loops of the present channel. To reduce
the amount of excavation required, the combined capacity
of the old and new channels was assumed to be available.
In calculating the area required, the flow through the re-
spective channels was determined by trial and error to give
equal water levels at each point of the intersection.
Of the 39 ft. of fall from the tailrace level at the power
house to Lake Ontario, some 17 ft. occurs between the power
house and Welland Vale, which point is located about one
mile below the junction of Twelve Mile creek and the Second
Welland canal. Provision for the recovery of a considerable
portion of this head has been made by setting the unit low
enough to provide for sealing of the draft tube at lower
tail water levels. It was decided that the excavation in
Twelve Mile creek necessary to secure this additional head
be postponed until a later date and only a minimum be
done at this time. To this end, a series of four rock-filled
weirs was constructed between Welland Vale and the power
house, thereby maintaining a series of pools with succes-
sively higher levels. Below the level of each pool the effec-
tive cross-sectional area of the channel can be calculated,
and the amount of excavation reduced accordingly.
The difference in level above and below these weirs will
be a maximum of some 3^ ft. for full load flow but, under
conditions that would exist following the operation of the
plants after a shut-down, this differential head would be
considerably greater. As only a meagre amount of data on
the design of such weirs was found, tests of model weirs
were made to determine : the discharge coefficient (including
overflow and leakage) ; the size of stone to be used in the
weir; and the shape of the weir.
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Fig. 9 — Turbine efficiency a I various heads and constant speed.
It was desirable in these tests to have as large a model
as possible, in order to minimize scale effects. This was ac-
complished by reproducing only a portion of the weir length,
and resulted in a scale ratio of 20:1. The rock grading was
obtained by sieving, and the rock shape was generally rec-
tangular, which was believed to resemble the shape of the
rock in the prototype. It was anticipated that the weirs
would be constructed, for the most part, by dropping the
stones into the flowing water coming from the present 66%-
cycle plant. In the initial tests, construction of the weirs
was attempted by dumping the rocks into the flume under
flow conditions corresponding to those which will exist when
prototype construction is undertaken; also for flow condi-
tions with the new installation in operation. In these cases,
the action of the flowing water formed the weir shape, and
the dumping of rock was continued until the required head
Fig. 10 — Photographs of enlarged channel in Twelve Mile creek. Original channel at left, disposal area at right.
552 October, 1943 THE ENGINEERING JOURNAL
Fig. 11 — Typical cross-section of rock-fill weirs.
drop across the weir was obtained. This experiment showed,
however, that while rock-filled weirs may be constructed in
this manner, the resulting weir section proved unstable if
subsequent to their construction a more severe condition
is produced, either by an increase in flow or a lowering of
the tailwater. The most critical factor influencing the sta-
bility of the weir was found to be the downstream slope,
while the rock sizes, within limits, appear to have a lesser
effect. From the experiments, a design for the tailrace weirs
was developed which proved stable under all expected flow
and velocity conditions. This design consisted of a weir
with an arbitrarily chosen 1:1 upstream slope, a top width
of 5 ft. and a 5:1 downstream slope. The tests indicated
that a prototype rock diameter of about 2 ft. would prove
satisfactory. Figure 12 shows a photograph of a model con-
Fig. 12 — Model of rock-fill tailrace weir discharging maximum
operating flow at normal water levels.
structed on these lines, with a flow corresponding to 4,500
cu. ft. per second equivalent to the full operation of the
66%-cycle plant and the unit now being installed under
head and tailwater levels to be expected for continuous
operation. Figure 13 shows the same weir discharging the
same flow under minimum tailwater conditions, such as
might exist when operation of the plants was resumed fol-
lowing a complete shut-down, and represents the most
severe test with respect to stability.
All the excavation for the tailrace channel was in earth,
and was accomplished, for the major part, by an electrically
operated suction dredge, and to a lesser amount by drag-
lines. Suitable disposal areas were constructed at various
points along the route. At two points in this portion of
the work, the presence of bridges interfered with the exca-
vation of a channel of sufficient area to avoid erosion, and
at these points paving was placed to protect the bottom of
the slopes against the higher velocity. From the junction
with the Second Welland canal to Welland Vale, the work
consists of the enlargement of the present channel, paving
being resorted to in the area around Burgoyne bridge, where
this structure again interfered with the provision of a chan-
nel of larger area. The excavation in this portion is being
carried out entirely by suction dredge, with the exception
of the trimming of the slopes, for which purpose draglines
are being utilized.
Welland Vale Weir
At Welland Vale, which was the site of No. 2 lock of
the Second Welland canal, there is a drop of 8 ft., the dis-
charge being by-passed around the old lock structure
through waste weirs. As topographical and other conditions
did not permit of the enlargement of the waste weir chan-
nel, a design was adopted whereby an enlarged channel
should be continued through the location of the old lock,
the water level upstream being maintained at its present
elevation by means of a timber crib weir. By reason of the
by-passing of the present flow through the waste weir chan-
nel, it was possible to entirely unwater the site of the weir
and excavation in this area. Since unwatering would not be
Fig. 13 — Model of rock-fill tailrace weir discharging maximum
flow at minimum tailwater level, (most severe conditions for
stability).
possible in the future, the channel and works were con-
structed to provide for the ultimate installation at the power
house. The works constructed here consist of the excava-
tion of a channel in earth and shale, the construction of
the weir mentioned above with concrete wing walls adjacent
to the weir in the areas where high velocity will exist, the
replacement of a highway bridge crossing the old lock, and
the relocation of the roadway leading thereto. The weir
was so designed that, when further units are added, the
crest may be adjusted to provide for the increased flow.
As the bottom of the channel in this area was shale, it
was necessary to protect this relatively soft rock against
erosion from the overfalling sheet of water. The banks up-
Fig. 14 — Photograph of completed rock-fill weir with discharge
from present 66% cycle plant.
THE ENGINEERING JOURNAL October, 1943
553
.^ffl'i'fflTI'I'l'l1!1!1!
Fig. 15 — Plan of Welland Vale weir and channel.
stream from the weir are only slightly above the regulated
water level, so that the accurate prediction of the weir per-
formance was essential. Confirming model tests of the weir
were made which indicated the design chosen to be satis-
factory after minor alterations were effected.
From Welland Vale to Martindale pond, a distance of
one and one-half miles, enlargement of the channel to ac-
commodate the increased flows will be made by suction
dredge with suitable riprap protection under the Niagara,
St. Catharines and Toronto Railway bridge, where the
available area is again somewhat restricted.
Port Dalhousie Outlet Works
Martindale pond, which has an area of 425 acres, is
located immediately above Port Dalhousie harbour. It has
a water elevation about 12 ft. above lake Ontario level,
access being obtained through lock No. 1 of the Third
Welland canal, the only portion of this waterway now serv-
ing as a navigation channel.
The water level in Martindale pond, as required for navi-
gation, is maintained by spillways emptying into the har-
bour basin. To provide the additional outlet works necessi-
tated by the increased flow, a new channel with regulating
works is being constructed immediately east of the navi-
gation channel and lock. This new waterway is designed to
handle the additional flow resulting from the ultimate in-
stallation at DeCew falls, but only sufficient gates are being
provided at present to handle the discharge from the unit
being installed.
The channel itself is 700 ft. in length, and has sufficient
area to carry the increase in flow at non-eroding velocities,
except in the vicinity of the regulating works where the
velocities are materially increased and the surfaces are pro-
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tected by concrete and rock paving. The
lower end of the channel is arranged to
reduce the velocities and allow the water
to enter the harbour under conditions
suitable for traffic through the existing
lock.
The regulating works provide four sub-
merged sluiceways controlled by Taintor
gates between concrete piers, with sup-
J porting gravity wing walls at each side of
the channel. These structures are all
founded on shale of good bearing value.
Two of these sluiceways are now being
equipped with gates, while the remaining
two will be closed until further additions
to the plant and other modifications re-
quire their use.
Owing to the wide variations in flow to
be expected when the DeCew falls station
is operated as a peak load plant, water
controlling equipment which could be
operated easily and quickly was required, and gates rather
than conventional stop logs were decided upon.
The water level above the regulating works, i.e., Martin-
dale pond level, varies from elevation 258 to elevation 259.5,
while the water below these works is at lake Ontario level,
which varies from elevation 244 to 249.
To determine the discharge capacity of the sluices and
also to observe the operating conditions, particularly as to
erosion downstream, a model on a scale of 34:1 was made
and tested. The model embraced two sluiceways equipped
with gates and two half sluices closed.
Among the interesting and informative results of these
tests was the behaviour of the sluices under large gate
openings and low tailwater conditions. With these condi-
tions, and despite the fact that the tailwater level was always
above the top of the gate opening, there was apparently
sufficient energy in the issuing jet to "sweep the tailwater
to the end of the passageway between the piers, where a
hydraulic jump occurred to tailwater level. Under these
conditions, the tailwater had no effect on the discharge,
which depended only on the difference from headwater to
centre line of the orifice. For smaller gate openings the dis-
charge head was found to be the difference between the
headwater and tailwater levels.
Between the conditions of complete submergence at small
gate openings, and the free discharge condition at large
gate openings and low tailwater levels, a transition between
the results mentioned above existed. In this range, unstable
flow resulted and the hydraulic jump formed in the pas-
sageway between the piers, causing considerable disturbance
in the tailwater and pulsation in the headwater.
Fig,
A B
16 — Cross-section of Port Dalhousie outlet works.
Fig. 17 — Surge in tailwater accompanying unstahle flow cim-
«lii ion in original model of Port Dalhousie outlet works.
554
October, 1943 THE ENGINEERING JOl RN \E
In the model under test, the floor of the sluice sloped
downstream from the gate sill and, by trial, it was found
that making the floor horizontal for a distance of 16 ft.
downstream from the gate sill, with a vertical step at this
point, considerably improved conditions. With this revision,
it was found that: for wide open gate, free discharge and
stable conditions existed for all tailwater levels, the eleva-
tion of the tailwater having no effect on the discharge ; the
range of discharge during which the hydraulic jump formed
Fig. 18 — Improvement in Port Dalbousie outlet works model
effected by sill modification. High velocity region may be noted
near surface.
in the passageway was considerably narrowed with corre-
sponding reduction in range where unstable flow was to be
expected; and a slow back flow was induced on the floor
downstream from the structure, thus protecting the channel
bottom against erosion.
While these modifications did not entirely correct the
objectionable surgings found in the original design, it mate-
rially reduced the range in which they occurred and resulted
in stable flows at the great majority of gate positions and
tailwater levels.
Figure 17 shows the conditions of unstable flow with the
surging as found in the original model, while Fig. 18 shows
the improvement effected by the sill modification. The high
velocity region may be noted in the vicinity of the surface.
In Fig. 19 is illustrated the quiet conditions at about one-
third gate opening.
It is expected that the flow through the structure and
the discharge predicted by the model will be essentially
accurate when transferred to prototype dimensions. While
the disturbance observed in the tailwater in the model will
undoubtedly occur in the prototype, its effects may not be
as severe, due to the full size channel being less suitable
for wave propagation than in the model.
All of the investigations by models, herein described,
were carried out in the Hydraulic Laboratory of the Univer-
sity of Toronto, and the writer wishes to tender thanks to
the University and, in particular, to Professor R. W. Angus,
M.E.i.c, for this privilege. The investigations were devised
and directed by Mr. J. J. Traill, m.e.i.c, the work in the
laboratory being conducted by Mr. J. B. Bryce, Jr. e. i.e.,
and Professor G. Ross Lord, m.e.i.c.
The design and construction of the hydraulic portion of
the works were carried out under J. R. Montague, m.e.i.c,
assistant hydraulic engineer, and S. W. B. Black, m.e.i.c,
designing engineer, with Walter Jackson, m.e.i.c, as resi-
dent field engineer. The electrical portion was under the
direction of A. H. Hull, m.e.i.c, electrical engineer. The
major part of the work was constructed by the Commis-
sion's forces under David Forgan, m.e.i.c, construction
engineer, and G. Mitchell, m.e.i.c, assistant, with J. N.
Stanley, m.e.i.c, and A. A. Richardson as superintendents.
The Sterling Construction Company are contractors for
the intake works, and the enlargement of the tailrace in
Fig. 19 — Quiet, fully submerged conditions at small gate
openings, Port Dalhousie model.
Twelve Mile creek and in the Second Welland canal is
being carried out by the Canadian Dredge and Dock Com-
pany, while the Ontario Construction Company are con-
structing the outlet works at Port Dalhousie.
The major quantities of materials involved are as follows:
Earth excavation 1,767,000 cu. yds.
Rock excavation 333,000 "
Rock fill and riprap 76,000 "
Concrete 44,000 "
Reinforcing steel 860 tons
Structural steel 1,190 "
From this tabulation it will be seen that the undertaking
is not of exceptional magnitude, but does include, it is be-
lieved, a greater variety of problems than are usually en-
countered on works of similar size.
Speed the Victory
THE ENGINEERING JOURNAL October, 1943
555
CANADIAN SURVEYS AND MAPS IN PEACE AND IN WAR
F. H. PETERS, m.e.i.c.
Surveyor-General of Canada, Ottawa, Ont.
Paper presented before the Joint Meeting of The Engineering Institute of Canada
and the American Society of Civil Engineers, at Niagara Falls, Ont.,
Thursday, October 15th, 1942
A very early map indicating with some clarity what is
now Canada was produced by Sebastian Cabot and dated
1544. From that time onward the territory of Canada has
been progressively depicted by discoverers, explorers, sur-
veyors, geologists and trained topographers and hydro-
graphers. '
The first legal survey in Canada was made in the prov-
ince of Quebec in the year 1626, by no less a personage
than the first Governor and Founder of New France, the
illustrious Samuel de Champlain. The earliest organized
and accurate map was that of Admiral Samuel Holland,
who commenced the survey and map of Prince Edward
Island in 1764; at this time a general survey of British
North America was ordered and he was appointed as
"Surveyor General for making a correct survey of the Nor-
thern District upon the Continent of America."
Generally speaking, the early maps of eastern Canada
from the time of its settlement until the Confederation in
1867 were compiled either officially or privately, from the
plans of legal surveys made for grants of land for settle-
ment or for timber berths. Outside the perimeter of these,
the information of explorers, who usually followed river
courses, was used to extend the maps, but there were many
blank spaces.
While these interior surveys were going on, the exterior
limits were being charted with considerable accuracy by
the British Admiralty. The Admiralty charts of the Arctic
regions from 1576 onwards bear references to many well
known hydrographers — Cook, Back, Franklin, Gordon,
Kellett, Parry and Richards. The set of charts eventually
covering all of Canada's Atlantic seaboard, was commenced
in the St. Lawrence waters in 1760.
The history of those vast areas west of the Great Lakes
is somewhat different, because prior to the construction
of the Canadian Pacific Railway in 1885 there was no con-
siderable settlement and no need for extended legal surveys.
The maps of this great interior area were largely compiled
from information gained by the Hudson's Bay Company
and its progenitors and early rivals.
In 1791, Captain Vancouver was sent by the British
Government to take over from the Spanish the territory
along the Pacific Ocean. He immediately began a survey
of the coast and charted the coastline of Vancouver island
and the mainland from Juan de Fuca strait to Latitude
60 deg. The gold rush into the Cariboo district in 1858
caused a considerable penetration up the Fraser river into
the interior valleys.
Early Instruments
As regards equipment it may be said that up to 1850
the survey compass was in vogue, and with the uncontrol-
lable and inconsistent deviation of the magnetic needle,
that type of survey left much to be desired on the grounds
of accuracy. By 1867 the field transit theodolite was coming
into its own, and since then there has been little radical
change in ground survey instruments, save perhaps in the
measurement of distance by the stadia and the rangefinder,
which have, in general, displaced the earlier micrometers.
The link measuring chain gave satisfactory results for or-
dinary field measurements, and the steel band or tape was
not unknown, although it has since been improved in the
constancy of its coefficient of thermal expansion by the
introduction of Invar metal which has practically none.
Accurate time signals now obtained by radio reception have
made it unnecessary to carry chronometers long distances
into the wilds.
The preceding résumé gives some historical background
and an indication of the mapping situation at Confedera-
tion in 1867. At this time Canada — the third largest country
in the world — had a population of 3,463,000, for the most
part concentrated in the Maritimes and southern Quebec
and Ontario, with the terminus of transportation within
its own territory westward at Port Arthur on the westerly
side of Lake Superior. The colony on the Pacific coast was
reached by passage around Cape Horn.
The marked disparity which then existed — and still exists
— between the small population and the great area of the
country has had its effect upon the provision of surveys
and maps. To map great areas adequately costs money,
which it is difficult to procure from a small population of
taxpayers. Thus in Canada, as in most democratic countries,
mapping appropriations have been somewhat meagre. As a
result those directing the surveys and maps have seen to
it that all their moneys were carefully expended. Moreover,
they have been active in developing technical methods of
the greatest speed and economy for example, the ground
survey camera used in mapping the western Cordilleras,
the satisfactory contouring of the Sectional Maps of the
western Prairies with aneroid barometers and the early de-
velopment of the method of oblique air photography for
mapping the comparatively smooth terrain of the northern
areas.
Meridian and Base-line Control
The year 1870 saw the beginning of the first large accurate
survey, when the Dominion Land Survey was commenced
in western Canada. The organized control by meridian and
baseline was scientifically preplanned, with the benefit of
all the experience which had been gained on earlier and
similar work in the United States. The accuracy of the
execution of the survey on the ground was far in advance
of anything done before. Eventually it covered all the south-
ern half of Manitoba, Saskatchewan and Alberta and a
small portion of British Columbia. Serving as it did later
on for mapping control it has produced the finest example
extant of a perfect connection between the topographical
map and the cadastre. It is important that there should
always be an intimate connection between the cadastre or
legal survey and the topographical map, so as to ensure
an accurate relationship between the topographical features
on the ground and the legal boundary lines according to
which the title to land ownership is fixed.
Ground photographic surveying was commenced in 1886
and in reference to it we quote its introducer, the late Dr.
Deville:
"When the surveys of Dominion Lands were extended
to the Rocky Mountains region, it was found that the
methods hitherto employed were inadequate. The opera-
tions in the prairies consisted merely in defining the
boundaries of the townships and sections; these lines form
a network over the land by means of which the topo-
graphical features, always scarce in the prairies, are suf-
ficiently well determined for general purposes.
"In passing to the mountains, the conditions are en-
tirely different; the topographical features are well
marked and numerous, and the survey of the section
lines is always difficult, often impossible and in most
cases useless. The proper administration of the country
required a tolerably accurate map: means had to be
found of executing it rapidly and at a moderate cost.
"The ordinary methods of topographical surveying
were too slow and expensive for the purpose ; rapid surveys
556
October, 1943 THE ENGINEERING JOURNAL
based on a triangulation and on sketches were tried and
proved ineffectual, then photography was resorted to and
the results have been all that could be desired."
This type of photographic survey is noteworthy because
nowhere else has it been carried on to so great an extent
or so successfully. Furthermore its undertaking was the
reason why there were in Canada a number of surveyors
with a knowledge of the science and practice of photographic
surveying and this fortunate circumstance prepared the way
after the last Great War for an early understanding of the
possibilities of mapping with the air survey camera and
for practical solutions of the many new technical problems
which were then introduced.
The Sectional Map Series was commenced in 1891 as an
office compilation from the returns of the Dominion Land
surveys, but lacking contours these maps scarcely met the
requisites of a true topographic map. In 1919 began the
revision of these sheets by field surveys for obtaining the
contours and other details to produce complete topographic
maps. In this undertaking a new method was employed,
namely, the use of batteries of aneroid barometers for ob-
taining elevations between spirit level controls. A stand-
ardized technique for their employment in the field pro-
duced a degree of accuracy never before attained by the
use of aneroids.
Important Part Played by Geological Survey
The Geological Survey, born in 1842, has played a very
important part in the exploration, survey and mapping of
Canada, but to properly understand the nature of the work
done, it must be noted that this survey was regarded only
as a means to an end. Its object was to conduct geological
studies and present the results in the form of geological
maps and reports; maps were made where geological in-
formation was required; and the map was designed mainly
to facilitate the showing of geology on it. Up to about 1894
the mapping in the west and northwest was in the nature
of exploratory and reconnaissance surveys, but in this year
regular sheet mapping on the scale of one mile to one inch
was undertaken.
About the year 1900 there was felt to be a need for
geodetic control across the country, and definitely by the
military and generally by civilian organizations, there was
expressed the desire for accurate one-mile topographic maps
of the well settled districts. The movement was supported
by the Canadian Society of Civil Engineers and discussed
at meetings of the Royal Society. As a result, during the
next two decades, and particularly the first, notable pro-
gress was made.
In 1903 the Chief Geographer issued the first sheet of
the Standard Geographic Series, and up to 1933, when the
maps were discontinued, the series had been extended to
cover the southerly part of Ontario and Quebec, the Mari-
times and a portion of southern Alberta and British Col-
umbia. These maps produced nothing new in the way of
survey because they were compiled in the office from ex-
isting information and without contours. Issued at two
scales — 3.95 and 7.89 miles to the inch — they are interesting
because for about 25 years they were the best maps avail-
able of the areas they covered.
In 1904 the Geographical Section, Department of National
Defence, had its commencement. Its survey was designed
for a sustained effort in purely mapping work to produce
standard 1-mile-to-l-inch topographic maps in keeping with
the best practice of the day. The sheet areas were pre-
arranged with boundaries fixed by graticule lines so that
eventually all would fit accurately together without gap or
overlap. Originating as a plane-table survey to the standards
of the Ordnance Survey of Great Britain, this survey now
utilizes all the betterments that flow from the use of air
photographs. Apart from servicing certain special needs of
the Defence Department the work has been, for the most
part, concentrated in the more densely settled portions of
Ontario and Quebec.
R.C.A.F. photographic detachment at Yellowknife, Northwest
Territories.
In the same year of 1904 the British Admiralty requested
Canada, along with other self-governing dominions to con-
duct hydrographie surveys on their own coasts. As a result
the Canadian Hydrographie Survey, whose earliest work was
on the Great Lakes in 1883, was recognized by the appoint-
ment of the first Chief Hydrographie Surveyor. The accurate
charts produced by this Service have been developed, par-
ticularly further north, far in advance of any accurate land
surveys and consequently, perhaps more in a geographical
sense than topographical, they have been an important
contribution to the complete mapping of the Dominion.
In 1905 the Geodetic Survey was established and com-
menced the much needed work of extending precise hori-
zontal and vertical control over the country ; the high stand-
ard and the methods of this work have been the same as
those of the United States Coast and Geodetic Survey.
The Geological Survey in 1906 adopted the use of the
plane-table for mapping surveys and in 1908 a topographical
division was instituted, staffed by topographers as distin-
guished from geologists. '
The terrain of the province of British Columbia is largely
mountainous, interspaced with fertile valleys and conse-
quently, for purposes of development and administration,
the value of the topographic map is at a maximum. In
1915 this province commenced work on photo-topography
with its own organization and is to-day the only province
maintaining a sizeable unit which performs purely mapping
work.
Air Mapping
The lines along which air mapping has developed since
1918 have differed in various regions. In Europe with its
dense settlement and the boundaries of land holdings usually
well marked by roads, fences, hedges, drainage ditches and
the like, the need was for very accurate maps with a large
scale and small contour intervals. Vertical photographs,
wire favoured glass was used instead of film, and very
complicated and expensive machines were designed for plot-
ting the results. At first, people in the United States were
somewhat cold towards this new development, but in Can-
ada two main reasons led to the pioneering of air mapping.
Firstly, many activities, particularly prospecting for pre-
cious metals, were stretching out far beyond the railways
and there was a growing demand for accurate maps which
could not be met because the difficulties of ground trans-
portation and the blindfolding effect of the bush when sur-
veying on the ground made the cost of mapping these un-
developed areas prohibitive. Secondly there were a consider-
able number of surveyors trained in the use of the survey
camera and with a knowledge of its possibilities ; they knew
what the camera could do when set up high in the air on a
THE ENGINEERING JOURNAL October, 1943
557
Equipment for obtaining astronomic observations; radio set
on the left; prismatic astrolabe at right centre on stool.
mountain peak and they realised what the survey camera
could do if flown over the vast areas which hitherto had
been economically inaccessible.
This new development was taken up by the Topographi-
cal Survey Branch, which originated as the Dominion Land
Surveys office and had introduced the ground photo-topo-
graphic survey as previously described. Much credit is due
to the old Air Board of Canada for fostering the work in
its early stages. Up to the outbreak of war towards the
close of 1939 the actual flying and photographing was un-
dertaken by the Ro.yal Canadian Air Force.
In 1921, 280 square miles were photographed as a
commencement and from 1924 on, something in the order
of 50.000 square miles were photographed each year, util-
izing both the oblique and the vertical method, with the
former preponderating. Much of ,the area covered was far
beyond the limits of geodetic control or indeed any accurate
ground survey control. Ground control is of course a
necessity for plotting air photos and this was provided by
astronomic observation, the observers with the lightest
suitable instrumental equipment being transported by air-
craft. The British Admiralty pattern astrolabe was experi-
mented with and a special light pattern was finally found
most suitable and adopted for this work.
No paper on the subject under discussion would be com-
plete without reference to the National Topographic Map
Series established by the Topographical Survey Branch in
1924. This series is based on a modern conformai projection
which suits the extent of Canada's domain. The paper sheets
are of standard size 24 by 30 in. The scales used are one,
two, four, eight and sixteen miles to the inch. The conven-
tional signs and style are similar to the British Ordnance
Survey maps. The index showing where each sheet will fit
in covers the whole of Canada.
Base Maps
It is hardly necessary to name the many benefits arising
from the establishment of a basic system of map sheets
covering the whole country. In the absence of such a system,
map users, when they need maps of certain districts, are
obliged to study a number of catalogues or indexes and
when they receive the maps, are in trouble because they
are at different scales, drawn to different standards and of
different sizes.
It is not always easy to adhere to single organized system
of base maps. In Canada the difficulty has been this. The
development of the country has not been like the orderly
and business-like development of a valuable estate. On the
contrary development has occurred anywhere that pioneers
and prospectors have chosen to go in searching for valuable
natural resources. When the demand comes for a map it is
evident that with meagre financial appropriations the strong
tendency, if not necessity, is to lay down the map boundaries
in any direction, adopt some special scale, and do what is
necessary in order to meet this exigency here and that one
there. The inevitable result is that many maps are produced
with gaps and overlaps and the situation is unsatisfactory.
A set of accurate base maps is essential as the corner
stone in the production of a national topographic series in
any modern and progressive country. Such a series starts
with an organized system of map sheets, each with its posi-
tion on the ground predetermined so that as .the maps are
completed there are no gaps and no overlaps ; the scale and
design of all sheets is standardized. The accurate base topo-
graphic map is made showing all natural features and those
made by man if there be any. Supposing the next year a
forestry investigation is initiated. The same base map is
used but the colours and conventional signs are added to
illustrate the forestry data. Perhaps the following year a
geological survey is undertaken. The same base map is used
but new colours and conventional signs are added to show
the geology. And similarly with other studies and investi-
gations, which may be made from time to time, the new
information is always added on a copy of the same base
map. All these sheets are conveniently filed away in the
same drawer or other container, because they are all the
same size. As time goes on the data become more complete.
At any time the drawer may be opened and all the informa-
tion regarding that particular area is available. And if the
forest area or the geological structure extends off the sheet,
open the next drawer and there you have it.
And mark the advantages for a country like Canada with
so much ground to cover, and so little money to do it with.
It is economical. One base map serves all purposes and
avoids the expense of drawing a new map each time for
the forester, the geologist, and so on. In time of war when
the nation may be in peril of invasion and maps or air
charts are needed in a hurry it is no exaggeration to say
that the accurate base map is a godsend.
Air Charts
When, in recent years, the need arose for air charts in
addition to ground maps, a start was made with a few strip
charts of commercial routes but it was obvious from the
first, because of the great ability of the aeroplane to cover
distance, that the eventual requirement would be for area
charts and many of them. There was a strong demand for
an entirely new series of air charts designed exclusively
from the air point of view, but with appropriations insuf-
ficient for any rapid expansion of even one series of base
maps it seemed impossible to undertake a new and separate
series of air charts. This need for economy, which it may
be said often leads to good results, was met by extending
the policy of one base map to meet all requirements. The
base ground map at the eight mile scale was revamped in
certain ways and a special red overprint was used to show
all necessary air information. In actual service as air navi-
gation charts the sheets have been found satisfactory. When
war was declared in 1939 the first air charts covering the route
of the "Trans-Canada Airways" were just about completed.
Mapping for War
There is a great difference between the last Great War
and the present one, in which it is difficult to hold command
of the oceans; and modern aircraft, with trans-oceanic range,
make our continent vulnerable. Western hemisphere defence
is now a very real thing. In modern warfare nautical charts,
topographical maps and air charts are all definite and nec-
essary implements of war. Bearing this in mind it is easy
to sketch the situation in Canada in 1939. We have an
area reckoned at 3,695,000 sq. mi. — covering 48 deg. of
latitude and 84 deg. of longitude — of which about 17 per
558
October, 1943 THE ENGINEERING JOURNAL
cent had been accurately mapped, 16 per cent mapped with
a fair amount of detail and 67 per cent mapped from meagre
information. The necessities of war will not wait. The maps
and charts that are required must be produced quickly
and, compared to peace times, in large quantities.
In war there is no time to survey and plot according to
standard methods. Generally speaking, it is necessary to
utilize the best maps or charts that are available and from
them produce the best sheets possible of the kind required
within the time available. In a situation of this kind a
country is happily placed that possesses a good series of
accurate base maps, because if these are available any kind
of special map that may be required can be rapidly pro-
duced from them.
As a matter of civil administration it is good to maintain
a series of standard maps. In wartime, standard maps do
not lose any of their value, but over and above the field
they cover there arises the necessity for new maps to meet
special requirements. These often require a type of projec-
tion not commonly used in the ordinary run of work and
similarly many questions of size, design, colour, etc., arise
which must be decided quickly. Such a situation calls for
the utilization of all the resources of the science of cartog-
raphy and mapping.
This part of the story could be made more interesting
if it were permissible to tell in detail what has been under-
taken and what accomplished. But as this is forbidden for
the present, we can only indicate the wide range of problems
that have required attention.
In Canada there has been carried out a great plan for
the training of all kinds of air personnel and to that end
many flying schools have been established across the coun-
try. Each centre must of course be serviced with air charts
of the surrounding district and it was necessary to under-
take the quantity production of charts to keep step with
the rapid extension of the training plan. Available facilities
had to be stepped up to meet requirements. Canadian
coastal waters had already been pretty well equipped with
aids to marine navigation but the establishment across the
country of ground aids to air navigation was just commenc-
ing and the same causes that affected the air charting work
required a rapid expansion of radio beams and the like. The
rapid construction of new ground air aids of course affected
the keeping up-to-date of the air charts and special pro-
vision had to be made for their frequent revision. The map
servicing of the training establishments does not by any
means end with the supply of the district air charts, but
in addition many special air charts are required to meet
the needs of instruction and training. In this connection
there arise a number of difficult problems. Inasmuch as a
special chart often involves some new development of war-
fare, the descriptions of what is required usually come from
abroad and often are still in the formative stage. There is
of course an effort towards standardization between the
Allies, but it is hard in wartime to get samples and speci-
fications showing definitely just what is required. If it is a
matter of reproducing in quantity copies of a multicoloured
map received from abroad, the usual technical difficulties
of unscrambling all the colours to procure a separate print-
ing plate for each colour are increased by the fact that
different processes are used in different places for printing
maps. Further, paper copies transported across the ocean
generally suffer considerable distortion, particularly in win-
tertime when Canadian workshops are usually warm and dry.
Since the last Great War there has been great develop-
ment in radio and radio-direction work. It is now possible
This kind of country, on the Upper Dubawnt River, Northwest
Territories, is difficult to travel on the ground.
for a ship or a plane to obtain its location from a friendly
radio net, but it is also possible for the enemy to pick up
the signals if they have radio stations suitably located. So
there is need for maps or charts for use in trying to spot
enemy craft and in keeping track of the position of our own.
Such charts usually cover large areas and require special
projections so that, over the region mapped, the straight
line of the radio signal through the ether will be a straight
line on the chart, and equally so that the angular measure-
ment of directions or intersections of lines will be true. Such
charts cover land areas as well as oceans, because in the
detection of far-off signals strange things happen. At the
nearest point on the ocean shore the signal or impulse may
pass undetected high up overhead, but at some suitable
spot far inland where the signal comes down to earth it
can be received clearly.
Practically all of the work referred to above since 1939
has been done on demand of the Royal Canadian Air Force,
the Royal Canadian Navy, and to a lesser extent the Army
because they have their own Geographical Section. All these
military organizations have been most helpful. In many
cases where arbitrary action, such as is often attributed to
the fighting services, would have made things hard, they
have acted otherwise and made things easy. Such co-opera-
tion with civilian organizations allows the Armed Forces
to tap many sources of information and facilities which
they do not themselves possess.
In the matter of western hemisphere defence it should be
noted that along a boundary three thousand miles in length
there are many American and Canadian map sheets which
have to fit together. The northern air routes over Canadian
territory are needed for the air attack on our enemies and
might possibly be used in the opposite direction. Hence the
interest in the production of adequate air charts over Can-
ada has not been confined to Canadians alone, and the
author has pleasure in acknowledging the great assistance
which U.S. officials have given in getting on with this job.
Under the ministration of the Permanent Joint Board on
Defence there has been, between the civilian organizations
and the armed forces on both sides, a very active co-opera-
tion which has contributed most effectively to the great
effort of winning the war.
THE ENGINEERING JOURNAL October, 1943
559
MODERN TIMBER ENGINEERING
CARSON F. MORRISON, m.e.i.c.
Associate Professor of Civil Engineering, University of Toronto. Toronto, Ont.
Paper presented before the Montreal Branch of The Engineering Institute of Canada, March 18th, 1943, before the
London Branch May 26th, 1943, and before the Toronto Branch, October 21st, 1943
It is interesting to note that timber, the oldest material
in the history of construction, is now the most up-to-date.
Recent changes and improvements in( the technique of
timber fabrication have brought it into use in many
instances where designers had long considered it unsuitable.
The increasing use and the growing importance of timber
in the structural field in recent years have resulted from
several factors, including
(1) The marked increase in requirements for industrial
buildings and other facilities.
(2) The difficulty of obtaining other materials of con-
struction, particularly steel for structural shapes and
for reinforcing rods.
(3) The development of new methods of timber fabricat-
ing.
(4) A more general appreciation by designers of the
possibilities of the material.
In certain instances, timber has been used where other
materials would have been desirable but were not available.
It is to be expected that when these other materials are
once more available to the construction industry, they will
be used for the jobs where they are more suitable.
However, modern timber construction has invaded the
fields of competing materials to a considerable extent. In
many of these cases, in which it can now be used more
efficiently than the competing materials, it is not likely
that timber will relinquish the position of predominance
which it has gained.
While timber is used in the construction industry in many
different ways, its use in long span roof-framing problems
is of particular interest. Bridges, towers, forming and false-
work also occupy the timber designer but one of the princi-
pal uses of timber is in protecting space from the weather.
Consequently this article will deal chiefly with the design
of roof structures.
The designer's problem is to provide a truss, arch or rigid
frame to support a roof of the shape adopted, whether flat,
Fig. 1 — Fabrication of truss joint using split-ring connectors.
Fig. 2 — The use of shear plates in a column base connection.
peaked or curved. Obviously for any outline of truss it is
possible to have any one of several alternative web systems
and the selection of the web system is an important part of
the design.
The problem of structural design is one of choosing a
suitable member or combination of members to make up
the structure. This involves not only the choice of a suitable
section for each of the component parts, but also the selec-
tion of the method of fastening together these various parts.
What constitutes suitability ? What makes this or that
selection suitable or more suitable than another ? This
involves a consideration of strength, cost, appearance, per-
formance (which includes durability) and ease of fabrica-
tion: listed not necessarily in order of importance. From
the engineer's point of view, strength is of paramount
importance, but other factors must not be overlooked.
Two separate points are involved:
1. The selection of the members.
2. The fastening together of the various members.
The latter is more important in the design of timber
structures than is the case with other materials — particular-
ly reinforced concrete and structural steel. Concrete mem-
bers are automatically joined together by the nature of the
material and the methods of construction — except in the
case of precast members. In steel design, members are
chosen and details of connections may be worked out later
in the detailing office. In timber, the details will often
determine the members to be used. It should not be inferred
from this that proper steel design does not have regard for
the connection details — it most certainly does. However,
Fig. 3 — Alternative details for top chord joint.
560
October, 1943 THE ENGINEERING JOURNAL
these details do not usually play as predominant a role in
the selection of a suitable section as is the case with timber
members.
For any given design problem an analysis is required to
determine the loads which the various members must be
able to withstand. Since the stress analysis of a structure is
theoretically the same regardless of the material used, it is
O
10 6'
SPLIT-RIKJCS
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SPLICt PUTE.S . ( 3> 12 )
i( 2» 121
A'* S-ft CONNICTORS
ICJ
a
^r
4 — Alternative heel details.
not peculiar to timber design and will not be discussed in
this paper.
Having determined the forces and moments which must
be withstood by the members, the next step is to choose the
material and the dimensions of the members to withstand
these forces and moments — not forgetting the
problem of connecting them.
With timber as the material, the design of
the joint or the connection of members is a main
feature of the problem. Consequently it is
desirable to discuss first the design of joints
and later certain associated points in connection
with the design of the members themselves.
Design of Joints
Any advance in the technique of joining
members together is an advance in structural
engineering and this is particularly evident in
timber designing. Compared to old style con-
nections the modern timber joint looks and
is streamlined for efficiency.
Figure 1 illustrates how timber members are
fastened together using split-ring connectors. The
adjacent members are drilled for the bolts and
grooved for the connectors which are embedded
one-half of their depth in each member. The
bolts serve to hold the members in contact and
2,2.6
3»«)
1 !
»
■
I ;
• -
■
\ot\
ioa;
fcOLTS
7 -3/<'* MAC M l Kit BOLTS
NAILS
30 - fcO d NAILS
GLUL
IPS'.
Fig. 5 — Different methods of making a three-member
connection.
the strength of the connection is developed largely by the
bearing of the timber against the ring. One of the reasons
why the split-ring connector is such a successful device is
this simplicity of fabrication compared to previous types of
shear developers and compared to other methods of making
connections. The required drilling and grooving can be done
accurately and economically with relatively simple equip-
ment. When a connection is required between a timber
member and a steel member or gusset plate, flush-typeshear
plates may be used. The shear plate is embedded in a pre-
cut groove in the timber member and the load is transferred
from the shear plate to the gusset plate by shear on the bolt.
Figure 2 shows a close-up of a column base with shear
plates embedded in the timber.
In the usual timber trusses the members are subjected
to direct stress in tension or compression and the connection
problems accordingly are to make tension or compression
connections. Even before the use of the present day timber
connectors, the compression joint was easy to arrange as
it was simply a question of one piece bearing against
another, usually at an angle inclined to the grain. The
tension members, particularly web members, were often
made of threaded steel rods. By passing the rod through
the member to which it was to be connected the connection
was made with a washer and nut. In this way the tension
1 ^^ZX=^=^^
}i£T. ^{
O O ; O O
llLkU
C.) T4M.ED tlJM PLfcTt SPUCl COST»eO0T S 4 60
(A.) shit-ding sPLict con aboot 54.20
■O-J-o-
rz?
b) sutaa pin iPuct - ccsi 6fco"UT $fc.oo
{ I O O ; O O I I1-
l 5) SPLIT -«INC SPLtCL COST ABOUT $4 20
« 'r-%-^
^xzir-i— ' 1
f ^fc=:
=— I— $—$ '
00:00
Fig. 6 — Tension splices with a comparison of costs.
THE ENGINEERING JOURNAL October, 1943
561
Fig.
Fig.
30' fcO* qo°
ANCLE OF LOAD TO GRAIN
7 — Permitted stress on a surface inclined to the direction
of the grain.
8 — Design loads for a split-ring as affected by angle of load
to the grain and by lumber thickness.
4 " ♦ 5-0 IN BO T U fACES
Q 0" 30* b0° JO
ANGLE Of LOAD TO CHAIN
connection was obtained by developing compression
between the washer and the timber member. This was a
satisfactory solution except for cost, appearance and diffi-
culty of fabrication.
Figure 3 shows a typical top chord joint for a triangular
Howe truss; (a) using a steel rod tension web member with
the compression member notched into the top chord and
(b) using split-ring timber connectors.
Figure 4 shows alternative heel details, with approximate
costs, for a 48 ft. span truss, (a) using a forged steel shoe
and tie bolts, also a bolster and key; (b) using steel gusset
plates with tables dapped into the chord members; (c) using
timber splice plates and split-ring connectors.
Details (a) and (b) in Fig. 4 are similar to examples in
"Timber Design and Construction" by Jacob and Davis,
and are still considered by some engineers as standard
designs for heel arrangements.
A different problem arises in splicing the tension chord
of a truss, when this member is made of timber. This used
to be solved in many different ways, each of which was in
effect a shear splice: that is, a transfer of the tension load
into shear and back into tension again at the other side of
the splice.
Figure 5 shows a comparison of various methods of
making a three-member connection. Each of the splices has
a capacity of 10.8 kips and was designed using permitted
stresses deduced from the results of experiments conducted
at the Forest Products Laboratory at Madison, Wisconsin.
The timber considered was structural grade Douglas fir.
Somewhat different values apply when other timber is used
but the comparison is much the same. It is obvious from
these examples that the split-ring connection is much
simpler and cheaper than connections using bolts or nails.
Special mention should be made of the glued joint. The
length of lap for a connection having a capacity of 10.8 kips
was not shown in Fig. 5 as this would depend upon the
quality of workmanship and the method employed. Using a
permitted stress in shear on the glued joint of 75 per cent
of the stress permitted in shear parallel to the grain, the
required lap would be 9)^ in. For a glued joint subjected
to a pressure of from 100 to 200 lb. per sq. in., while the
glue is setting, this is the design stress recommended in
"The Glued Laminated Wooden Arch" a publication of the
United States Department of Agriculture.
While there have been outstanding achievements in the
Canadian aircraft industry using glued laminated con-
struction, the techniques used in this industry are not
suitable in building construction. To date very little has
been done in Canada in the gluing of timber in the con-
struction field, on account of the equipment needed and
because of the requirements of a satisfactory fabricating
technique. However, it may be expected that this phase of
the Canadian construction industry will develop along the
lines that it has in Europe and in the United States, where
there have been so many fine examples of the use of glued
laminated arches for long clear spans. Figure 6 shows details
with approximate costs for tension splices using (a) tabled
timber fish plates, (b) shear pins, (c) bolts; and the alterna-
tives (A) (B) (C) using split-ring connectors. It should be
noted that two distinct savings result from the use of
split-rings for the tension splices. In the first place >the
simplicity of fabrication allows a saving in the cost of the
splice itself. Secondly, since this connection involves a
smaller loss of section, lighter main members may be used
as for instance in examples (A) and (B) where a 4 x 6 pro-
vides ample net cross-sectional area while a 6 x 6 is required
due to the greater loss of section in (a) and (b). Splices
(a), (b), and (c) are the same as examples in "Structural
Problems" by C. R. Young, except for minor changes in
detail.
The design and layout of a joint using split-ring con-
nectors are in many ways similar to the design and layout
of a riveted steel connection. The number of rings required
is obtained by dividing the load to be connected by the
safe load on one ring just as the number of rivets required
for connecting a certain load in a steel member is the load
divided by the strength of a rivet. Here it should be
emphasized that while in the case of structural steel detail-
ing it is possible to extend the gusset plate to accommodate
more rivets where they are required at a connection, in the
case of connecting one timber member to another there is
generally no gusset plate to extend and the space available
for bolts and connectors is fixed by the dimensions of the
members. Compared with the minimum connection of two
rivets in structural steel detailing, it is usual and desirable
to use a single bolt and the accompanying rings wherever
possible for a joint in timber truss connections. This results
in a very simple joint detail.
Fig. 9 — The effect of spacing, edge distance, and end distance
on the design load of split-rings.
SPACI <(, PMtAUEl -o 6UIN
END .DISTANCE TENSION
S?tCINC P E R PEU 01 CUL&H TO CU I S
£N0 3ljl»ll(t - [QHHiUlllH
: D C E DISTANCE
:.' S]3jj^ 4< 3-i fci 7
3 4 6 fc 7
SPACING. IN INGMti
562
October, 19 VI THE ENGINEERING JOURNAL
The rules for spacing, end distance and edge distance
required for timber connectors are more involved than the
rules for the details of structural steel riveted joints. Some
of these rules and their effect on joint design will now be
considered. The "Manual of Timber Connector Con-
struction" (hereinafter referred to as the Manual) published
by the Timber Engineering Company, contains complete
information regarding safe loads on rings under various
conditions, also spacing and other requirements. This
information is based on extensive tests conducted in the
Forest Products Laboratory at Madison, Wisconsin.
Figure 7 is a graph of the generally accepted Hankinson
formula for safe stress in bearing normal to a surface
inclined to the grain. The angle of load to the grain also
affects the ring capacity and Fig. 8 shows the variation in
ring capacity with change in angle of the load to the grain
and also the effect of variation in lumber thickness. The
values shown in both figures are for structural grade
Douglas fir.
Figure 9 shows how the safe load on a ring is affected by
variations in spacing parallel to the grain, spacing perpen-
dicular to the grain, edge distance and end distance. This
chart was developed from data in the Manual and is sub-
mitted as an illustration of the influence of the various
factors affecting the connector capacity. They must all be
considered.
For spacing closer than the standard, the Manual recom-
mends that one ring or assembly of rings be considered as
100 per cent effective and that the rings on other bolts be
taken at a reduced value depending on the spacing. Some
comment is desirable regarding this point.
Consider values for 4 in. dia. split rings in structural
grade Douglas fir 3 in. thick with the load acting parallel
to the grain. Two rings spaced 9 in. apart would each have
a capacity of 5,500 lb. for standard end distances; this gives
a capacity of 11,000 lb. for the 2-ring connection. The same
2 rings spaced 634 m- apart would have capacities (cal-
culated as recommend in the Manual), of 5,500 lb. (100%)
and 3,300 lb. (60%) or a capacity of 8,800 lb. for the con-
nection. It could be argued that the load on each ring would
be 4,400 lb. (90%) for a total capacity of 8,800 lb. In many
instances it would make no difference whether the joint
capacity is calculated as 5,500 lb. plus 3,300 lb. or 4,400 lb.
plus 4,400 lb. as the answer is the same in both cases.
However, a consideration of the end distance requirement
indicates some difference between the two. If one ring
carried a load of 5,500 lb. a tension end distance of 7 in.
would be required, while a tension end distance of 33^ in.
would be ample for the other ring carrying 3,300 lb.
For this simple example, it appears more reasonable to
consider that each ring carries a load of 4,400 lb. with a
I,
P~i
Fig. 11 — Types of timber columns.
Fig. 12 — Design stresses for columns.
1440
5UOBT TtMt LOADS
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\
\
\
\
IOOO
?60
LONC T
LOÛDS
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Ol
v V
V \
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1
uj 30O
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Fig. 10 — Capacity of rings at sub-standard spacing on a line
inclined to the direction of the grain.
corresponding tension end distance of 534 in. required. For
more than two rings at substandard spacing the analysis
requires a more involved argument.
Instances where rings are placed at substandard spacing
on a line inclined to the grain should also be investigated.
This influence is additional to the effect on the ring capacity
of angle of load to grain and of substandard spacing parallel
to the grain and/or perpendicular to the grain. Figure 10
shows a proposed method of determining the appropriate
proportion of tabularring values to be used for any spacing
of rings between the standard 9 in. and the minimum 4^g
in. parallel to the grain and the standard 6^ in. and the
minimum 53^ in. perpendicular to the grain. The tabular
value refers, of course, to the value listed in the Manual
for a ring with the load acting at the appropriate angle to
the grain. This factor takes into account only the effect of
crowded spacing of the rings and due consideration should
also be given to any substandard edge or end distance con-
dition and a consequent reduction should be made to the
tabular ring value for these effects.
THE ENGINEERING JOURNAL October, 1943
563
LO»D - w IOUMD5 Ptt COOT
e e f ■ L '
%
0-2 0-4 o» oft
Fig. 13 — Members subjected to both axial and flexural loading.
Consider the joint shown in Fig. 10 using 4 in. dia. split
rings B group lumber not less than 3 in. thick and
standard end and edge distances. In member A the load is
acting parallel to the grain and the rings are spaced 6 in.
apart. The Manual shows the tabular ring value to be 5,500
lb. — 100 per cent to be allowed on one ring and 63.6 per
cent to be allowed on the other for a spacing of 6 in. This
shows the safe load on the rings embedded in A to be 5,500
(1.636) = 9,000 lb. No mention is made of a method of com-
puting the safe load on the rings embedded in B beyond
the fact that the load is acting at an angle to the grain
(40 deg. in this case with a corresponding tabular ring value
of 4,770 lb.) The diagram in Fig. 10 shows the fraction of
tabular ring value to be used in this case as 75 per cent for
all except one ring which should be taken at 100 per cent.
This shows the safe load on the rings embedded in B to be
4,770 (1.75) = 8,350 lb. which is critical. The tabular ring
values would be affected by a decrease in thickness of the
members and any decrease of end or edge distances below
standard would have a weakening effect on the joint which
would have to be considered in the usual manner.
Design of Members
It is essential in structural design to know the quality of
the material used. Faulty material will result in a faulty
structure whether using steel, timber or concrete.
Many factors affect the physical properties of timber and
therefore it is necessary to classify it with regard to these
factors in order that the designer may be assured of the
quality of the material to be used for any structure, or
structural element. Specifications stipulate standards for the
grading of timber and in this way the designer may proceed
on the basis of the physical properties of the grade to be
used for the structure under consideration. This grading is
a classification of the material in accordance with the extent
of the imperfections (knots, shakes and slope of grain). As
an illustration consider eastern hemlock with a basic stress,
for clear material, of 1466 lb. per sq. in. for extreme fibre
in bending. Timber having imperfections such that 75 per
cent of the strength of a member is retained is graded as
"select structural" and for this grade the permitted design
stress is 0.75 X 1466 = 1100 lb. per sq. in. When the imper-
fections are such that the loss in strength of a member is
more than 25 per cent, and not more than 40 per cent, the
timber is graded as "structural" and the design stress is
0.60 X 1466 = 880 lb. per sq. in. The above stresses are
from C.E.S.A. Specification A43-1937 as amended 1940.
In fabricating any structure, care must be taken to have
adequate inspection so the engineer will be assured that the
material used is actually what is specified. This requirement
is not peculiar to timber designing.
TENSION MEMBERS
Most current specifications, when mentioning the per-
mitted stress in timber tension members, state that the
stress permitted in tension shall be the same as is permitted
in flexure. Whether this refers to the stress on the gross
section or on the net cross-sectional area is not always
stated. This matter merits investigation. Weakening of the
section due to imperfections is taken into account in arriv-
ing at the permitted stress for any grade of timber. It is
improbable that the reduction in area due to bolt holes and
grooves will be any greater than has already been con-
sidered in establishing the permitted stress. On this account
it seems reasonable to design using a stress on the gross
section equal to the permitted stress in flexure specified for
the grade of material used and using a much higher per-
mitted stress on the net section, i.e., the basic stress for
clear material for extreme fibre stress in bending. This con-
siders that the grooves and the imperfections will not occur
at the same cross section of the member, which is in accord-
ance with good fabricating practice. Constants for determin-
ing the net area required which appear in the Manual are
based on the foregoing considerations.
This point should be covered more explicitly in specifica-
tions.
COMPRESSION MEMBERS
The timber connector has brought to the fore a new type
of column known as the "spaced column connector joined."
This is a built up member, and the resulting column is
stronger than the sum of the strengths of the separate
parts acting as "simple solid" columns.
Supplement No. 4 to "Wood Structural Design Data"
published by the National Lumber Manufacturers Associa-
tion gives design data based on tests made on this type of
member.
Figure 11 illustrates the simple solid column and also
p
the spaced column. Figure 13 shows safe -j values for both
types of columns. Note here that the -j to be used for a
Fig. 14 — Load carrying capacity of sheating or planking.
LOAD CARRYI MG CAPACITY
OF SMF-ATHING OR PLANKING
FOR VARIOUS SPANS
v2-
3 —
-3
TOTAL LOAD
"ur" pjf.
-5
-fe
- 7
-8
-9
-10
-li
-14
-I*
Lia
'n->
564
October, 1943 THE ENGINEERING JOURNAL
"spaced column" is the length of the built up section divided
by d the least lateral dimension of one of the components.
This method of presenting the problem shows a higher safe
p
-j in a "spaced column" than for a "simple solid" column,
having the same -r While this indicates a stronger column
as it should, it would appear to be more satisfactory to
compute an "effective d" for the spaced or built up column
which would be greater than the d of one of the components.
p
The permitted stress or safe -r could then be determined on
the basis of the length divided by this "effective d" rather
than the -, for an individual member. Such a method is par-
d
ticularly desirable in cases of a member composed of more
than two spaced elements.
For short-time loads, Fig. 12 indicates a permitted in-
crease of 50 per cent of the stresses permitted for long-time
loads for t — 0 and a gradual decrease from this 50 per cent
d i
to 0 for an -r = 30 for simple-solid columns and for an
I d
j = 45 for spaced-columns. It is of interest to compare these
specifications for short-time loading with those of the
National Building Code published by the National Research
Council of Canada, where an increase of 25 per cent in stress
is permitted for short-time loading, and with the specifica-
tions of the American Institute of Steel Construction, where
an increase of 333^ per cent is permitted.
F I Ni
T A U S
BENDING IN TO? CHORD
TRUSSES SPACED l5'-0*e/e
TOTAL LOAD 40 psf.
MATERIAL
104 - 4'* SPLIT-RINGS
32 - W» MACHINE BOLTS
\lo - '/i'* MACHINE BOLTS
67Q-FBM LUMBER
}">-
BOTTOM CUOftO ZM.fti
SPAN 4«'-0*
FLEXTJRAL MEMBERS
Tables are available giving the capacities of laminated
mill floors of various thicknesses and with different per-
mitted stresses for different spans but tables for material
less than 2 in. thick are not readily available. With this
in mind, the alignment chart in Fig. 14 has been
developed. This gives the capacity of sheathing and flooring
from x/i in. to 5 in. thick for spans varying from 2 to 18 ft.
The capacity as dictated by stress in bending is given as
well as the safe load as limited bv a deflection of-r^r • The
wl2 wl4 °u
chart was drawn using M = -rp- and A = ir.n ^ which recog-
11) HjOHI
nizes a continuity in the span and using pf = 1200 lb.
per sq. in. and E = 1.2 X 106 lb. per sq. in.
For any different permitted stress or modulus of elasticity
of material, the same chart may be used by applying a
factor to the total load w, as a straight line relation exists
between stress and load and between deflection and modulus
of elasticity. Similarly a factor may be used to adjust w for
wl2
a condition where M differs from -rr- as it does in the case
1U »« 74
of no continuity or where A differs from
wl4
100 EI
i as in the
180'
case of no continuity, or if the permitted A differs from
Example: (1) As shown in Fig. 14
w = 150 lb. per sq. ft; I = 4 ft.; p7 = 1200 lb. per sq. in;
*- 1.2 X 10s lb. per sq. in.; M -5?; A = ^j not
to exceed — . t req'd. = 1.27 in.
Use material having an actual thickness of 1% in., if
available, or the thinnest material providing t = 1.27 in.
which is available, or perhaps it would be desirable to revise
the layout of supporting members to suit the thickness of
sheathing available.
Example: (2)
w = 160 lb. per sq. ft. ; I = 6 ft. ; pf = 1600 lb. per sq. in;
E = 1.6 X 106 lb. per sq. in.; M = ^; A == J^Cr not
to exceed 7^7:.
25U
8
384 #/
TRIANGU LAR PRATT
BENDING IN TOP CUORD
TRUSSES SPACED l5'-0' Vc
TOTAL LOAD 40 psf.
TRUSS MATERIAL
96- 4'* SPLIT-RINGS
28 -'/«'♦ MACUINE BOLTS
16 -'11'* MACUINE BOLTS
700 -FBM LUMBER
FLAT PRATT TRUSS
TRUSSES SPACED l5'-0"'/c
TOTAL LOAD 58 pit.
MATERIAL
138 - 4'* SPLIT- RINCS
50-»//» MACUINE BOLTS
8 -'/a'» MACUINE BOLTS
I3I5-PBM LUMBER
1
jpaw 4a'- o
DOUBLE WARREN TRUSS
TRUSSES S P 4 C E 0 1 5 - O " «/«
TOTAL LOAD 58 pit.
MATERIAL
132-4"* SPLIT-RINGS
45 - >/a'* WACUiNE BOLTS
IO - '/j'4 MACUINE BOLTS
858 - FBM LUMBER
Fig. 15 — Comparison of material required for different types of
roof trusses.
THE ENGINEERING JOURNAL October. 1943
565
Fig. 16 — 51 ft. span triangular Pratt trusses which support
a roof over a storage building for Fairchild Aircraft Ltd., near
Montreal.
Trusses designed, fabricated and erected by V. H.
Mclntyre, Ltd.
Fig. 17 — Erection view of a 112 ft. span hangar for the
R.C.A.F. Note the twin-leaf columns with spacer blocks.
Photo courtesy Canatla Creosoting Co. Ltd.
P M
total stress / = t + "c" intermediate between pa and pb
A o y
depending upon the ratio — . For a study of the rule it
Pb
appears desirable to consider the value permitted for total
stress while for use in design it is recognized that the equa-
tion f- + à
Pa Pb
1 is easier to operate.
It should be noted that the joists or decking which pro-
duce bending in the member also provide restraint against
lateral buckling and that consequently the appropriate
value of pa is that for a short column.
With load applied to the top chord of the truss con-
tinuously, rather than at the panel points only, the top
chord members must be able to resist the moment as well
as the axial stresses produced by this loading. It is recom-
mended that these moments be determined by considering
the top chord as a beam continuous over several spans, the
supports being the truss panel points. In accordance with
usual moment coefficients in reinforced concrete specifica-
Fig. 18 — View of 134 ft. clear span hangars at an airport in
Eastern Canada. These have tbe longest span timber roof
trusses in Canada.
Hangars designed under the direction of Mr. John Schofield,
Architect. Trusses and columns fabricated by Canada
Creosoting Co. Ltd. and erected by V. H. Mclntyre, Ltd.
For bending,
equivalent w = 160 X -jr X y™~ = 150 lb. per sq. ft.
For deflection,
equivalent w = 160 X
100 X 5 w 250 _ 12 X 10"
384
X 180 X 1.6 > 106
217 lb. per sq. ft.
The chart shows that as dictated by bending stress a
t = 1.65 in. is required, whereas to limit the deflection to
^r^p: as specified, a t of 2.17 in. would be required. The thin-
250
nest material providing this thickness would be used or the
layout might be revised to suit the available material with
beneficial results.
MEMBERS SUBJECTED TO FLEXURAL AS WELL AS DIRECT
STRESS ,
In many instances the top chord of a truss is subjected
to bending as well as axial loading and this condition must
be considered in selecting a suitable member. This point is
not covered in most specifications on timber design but the
design rule used in the A.I.S.C. specifications and also in
the National Building Code of Canada for steel structures,
provides a satisfactory solution to the problem.
Defining / = -r ; fb =
M
S'
Pa
= safe
P
Pb
safe
M
f = /„ + fb ; p = safe /, the rule states that -u -f- -* should
Pa Pb
not exceed unity.
The diagram in Fig. 13 is a graphical illustration of this
relation presenting it in terms of a permitted value for the
Fig. 19 — An interesting design for trusses using a combina-
tion of timber and steel. The outstanding feature of the design
is the use of steel rods for tension diagonals in roof trusses
which support saw-tooth roof frames. 1&ith this scheme the
obstruction of light through the sash is reduced to a minimum,
resulting in a much more useful roof than would be obtained
using timber diagonal members. Steel diagonal rods are welded
to gusset plates which are connected to the timber members
by shear plates. Note verticals extend below bottom chord to
provide for connection of saw-tooth frames.
T. Pringle and Son Limited, Consulting Engineers, are respon-
sible for this outstanding design. Trusses were fabricated by
Catuula Creosoting Co. Ltd.
566
October, 1943 THE ENGINEERING JOl'RNAI,
w I2
tions the moment is taken as ~tft m the end span and at
the first interior support for a uniformly distributed load
as shown in the figure.
Examples of Truss Designs
Figure 15 shows four designs for a 48 ft. span roof truss.
Two of the designs are peaked roof trusses while the other
two are flat roof trusses. A bill of material accompanies
each design to enable an easy comparison of the different
types of truss.
No great difference is seen between the triangular Pratt
and the Fink: the former requiring slightly more lumber
but less hardware and somewhat simpler fabrication. In
the structural steel field the Fink is a very popular truss
but in timber designing the triangular Pratt has been used
much more extensively due to the simpler fabrication.
In comparing the flat Pratt and the double Warren there
is a decided advantage in favour of the latter. The reason
for this is simple: in the double Warren the shear in any
panel is divided between the two diagonals in that panel,
resulting in less load in each diagonal and as a result simpler
joint details. The 3 by- 10 in. chord members have ample
Fig. 20 — 120 ft. clear span glued laminated arches being
used for the auditorium of the United States Naval Training
Station at Camp Bainbridge, Md. The section of the arch is
30 in. deep by 7'/2 'i. wide. Sheathing % in. thick was used on
2 in. x 10 in. purlins. Note the brace frames and struts between
the arch ribs.
Photo courtesy of Eggers and Higgins, New York, who were
the architects-engineers for the project.
■■
Fig. 21 — A 150 ft. guyed radio tower. The mast consists of
three S1^ in. x HV2 in. timber pieces which are connected, by
bolts and shear plates, to steel plate diaphragms, spaced about
7 ft. apart. The guy connection and the base detail are shown in
the close-up views. This design was developed by the author and
results in a tower which performs the required function in a
very efficient and satisfactory manner.
strength to resist the axial load in the top chord of the
truss and they also provided sufficient area to connect the
maximum diagonal load in the double Warren. Although
in the flat Pratt 3 by 10 in. chord members would provide
sufficient strength for the axial load, the face of the member
is not suitable for a connection of the web members and
for this reason the 3 by 12 in. chord members were used.
The device of dividing the shear between the two web
systems and thereby reducing the load on the maximum
web connection is responsible for the great popularity of
the double Warren truss in timber engineering.
Figures 16 to 21 are illustrations of different examples of
timber structures.
THE ENGINEERING JOURNAL October, 1943
567
THE ENGINEERING INSTITUTE OF CANADA AND THE
PROVINCIAL ASSOCIATIONS OF PROFESSIONAL ENGINEERS
Foreword
During the past ten years notable progress has been made
in clarifying the position and functions of the various pro-
vincial associations of professional engineers, in relation to
each other and to The Engineering Institute of Canada —
the body to which the associations owe their inception and
much of their development.
All members of the engineering profession in Canada are
naturally concerned with the inter-relation of the activities
of our various professional and technical organizations.
The present situation is sufficiently complicated. Among
distinctively technical societies we have, to begin with, The
Engineering Institute of Canada, a Dominion- wide Cana-
dian organization, which includes engineers of all branches
of the profession. Another Dominion-wide organization, the
Canadian Institute of Mining and Metallurgy, ably repre-
sents the mining industry as well as the professional mining
engineer. Further, there are in Canada a number of active
branches or sections of American engineering societies
which deal with specific subdivisions of engineering work.
Their members naturally look to the United States rather
than to Canadian sources for technical guidance.
With aims distinct from those of the voluntary bodies
just named, eight provincial associations of professional
engineers have been created to deal with questions regarding
the licensing of engineers and the protection of the public
against incompetent practitioners. Membership in them, in
most cases, is compulsory, their activities are regulated by
provincial enactments, and they now exist in all the pro-
vinces of the Dominion except Prince Edward Island.
The difficulties arising from this complex structure have,
for many years, received consideration from the Council of
The Engineering Institute, and there has developed a
general desire for progress towards an ideal condition in
which the activities and requirements of all these bodies
will be mutually co-ordinated. Many have expressed the
hope that eventually engineers will not be faced with the
necessity of belonging (and contributing) to a multiplicity
of entirely independent organizations.
The recent conclusion of agreements between the Insti-
tute and four of the Associations, providing for joint mem-
bership and a considerable measure of co-operation, gives
a fitting opportunity to present the following record of the
events which have led up to this desirable achievement,
and the activities of the Institute regarding them.
In its present form the account is due to the kindness of
S. G. Porter, who was president of the Institute in 1931
and vice-president of the Association of Professional
Engineers of Alberta, in 1923. Much of it is based on material
which has already appeared in The Engineering Journal.
Professional Organization Begins in Canada
The first movement towards the formation of an engineer-
ing society in Canada appears to have been set on foot
before Confederation by Sandford Fleming, who, with other
prominent engineers, endeavoured to interest members of
the profession in the advantages of such an association.
The regulation of professional activities, as well as the dis-
semination of professional knowledge, was desired by the
men who sponsored these early efforts. It was not until
considerable engineering development had taken place in
the west, that conditions enabled a society to be organized
with success.
An early attempt at the legal regulation of civil engineers
in Ontario was made in February 1881, when "an act
respecting civil engineers" was introduced in the Legislative
Assembly of that province. However, the bill did not com-
mend itself to the Legislature, or, indeed, to all of the
engineers named in it, and it never became law.
Formation and Growth of the Canadian
Society of Civil Engineers
About this time, the authorities of Toronto and McGill
Universities realized the importance of having educational
facilities for training engineers, and the advantages of
having an association with which to co-operate, if such
could be formed. Further, Montreal, Toronto and Ottawa
were the cities most frequented by the profession, and con-
ditions suitable for the formation of a society were gradually
developing at these places.
During this period the idea of a Canadian engineering
society was in the minds of many members of the profession,
and the scheme was thoroughly canvassed both in Ontario
and Quebec. Among the men who were active in this matter,
and who later became officers or prominent members of the
society they were proposing to form, may be mentioned
Alan MacDougall, C. E. W. Dodwell, T. C. Keefer, Sir
Sandford Fleming, J. L. P. O'Hanly, S. Keefer, Frank
Shanley and Kivas Tully. As a result, meetings took place
in Toronto, Ottawa and Montreal. Perhaps the most
important of these was that held in Montreal on the fourth
of March, 1886, of which the manuscript minutes have been
preserved. Alan MacDougall was in the chair, and P. W.
St. George acted as secretary. On the motion of H. D.
Lumsden, seconded by P. A. Peterson, it was resolved that
"A Society of engineers in Canada be formed, compris-
ing all branches of engineers, and that a committee be
appointed to meet the other committees of engineers from
other cities and then to arrange and form a preliminary
constitution, which ... shall be sent around to those
gentlemen who send in their names as being willing to
form such a Society ..."
A similar local committee had been acting in Toronto
and also appointed delegates to confer with those from
Ottawa and Montreal.
Discussions continued until a provisional committee was
chosen. At its meeting on December 9th, 1886, it was
decided to call the proposed society the Canadian Society
of Civil Engineers, and to send out a circular regarding
membership, together with a copy of the constitution pro-
posed for the new body. Applications for membership were
numerous, the Society was formed, and a charter of incor-
poration was applied for in due course. That charter received
Royal sanction on June 23rd, 1887.
The objects of the Society, as set forth in its Act of Incor-
poration were "to facilitate the acquirement and inter-
change of professional knowledge among its members, and
more particularly to promote the acquisition of that species
of knowledge which has special reference to the profession
of civil engineering ..." The Society was also given power
to make regulations and by-laws "including all rules that
may be deemed necessary for the maintenance of the honour
and dignity of the profession." These aims, as defined and
expanded in the by-laws, have remained unchanged to the
present day.
The by-laws of the Society made it clear that the term
'civil' engineering, used in the Act, had reference to all
types of engineering activity other than military.
It should be remembered that in 1887 mechanical,
chemical, mining, electrical and other specialized branches
of engineering as we now know them, were only in process
of development in Canada. It was, therefore, natural that
most of the early members of the new organization should
be men engaged in railway surveys or construction, in con-
tracting for public works, or in municipal or governmental
service. The founders of the new body could not possibly
foresee the extent of future development of all branches of
engineering work in Canada, but they saw the trend and,
568
October, 1943 THE ENGINEERING JOURNAL
accordingly it was provided that its membership should
include every branch of the profession.
In drawing up these by-laws it was realized that the
membership of such a Dominion-wide body would neces-
sarily be scattered geographically, so that a decentralized
type of organization was adopted. For this purpose the
formation of local branches was authorized ; later, geographi-
cal districts and provincial zones were provided for. The
first branch was formed in Toronto in 1890; the second in
Cape Breton in 1905. By 1912 branches had been formed in
Quebec, Winnipeg, Ottawa, Vancouver, Kingston, and
Victoria, and others followed as opportunity occurred, until
to-day there are twenty-five, located in the principal cities
of the Dominion from Sydney, Cape Breton, to Victoria,
Vancouver Island. These branch organizations perform an
indispensable function, giving the Institute, as it now exists,
a local habitation in every important centre, and stimulat-
ing there an appreciation of the engineer and his work, both
in a personal and a professional sense.
Growth in numbers was accompanied by a corresponding
increase in the diversity of the branches of engineering
followed by the members. This soon resulted in the forma-
tion of four sections, general, electrical, mechanical and
mining. After about ten years of the Society's existence it
was felt that the term 'civil' engineering had come to be
generally used in a much more restricted sense than that
in which it had been employed at the time of the Society's
foundation; this feeling was later to be one of the motives
leading to a change in the Society's name and the extension
of its activities.
Among the members there were always many who felt
that in addition to promoting the dissemination of profes-
sional knowledge, the new body should take steps to enable
the public to distinguish between qualified and unqualified
engineers. At the Annual Meeting of 1896 a committee was
appointed to consider the question of professional status.
In consultation with provincial subcommittees a draft act
of provincial incorporation of the Society was prepared,
which, with some modifications, became law in Manitoba
in 1896, and in Quebec in 1898, limiting the practice of
'civil' engineering to the members. These enactments, how-
ever, did not prove satisfactory in operation, and further
legislation was not attempted at that time. But it was then
realized that provincial (not federal) legislation had to be
secured, the protection of the public, as provided in the
British North America Act, being essentially a provincial
and not a federal responsibility.
The Can. Soc. C. E. Becomes The Engineering
Institute of Canada
During nearly thirty years of healthy growth of the
Society, Canada's industrial development and the accom-
panying tendency towards greater specialization in the
profession made it evident that some changes in organiza-
tion were desirable to increase and extend the Society's
usefulness.
Accordingly, a Committee on Society Affairs was formed ;
its report, presented to the Council in October, 1917, pro-
posed a revision of the by-laws and recommended that the
name of the Society be changed to "The Engineering
Institute of Canada" as being more expressive of the
functions which the organization was performing. This
revision was approved, and by Dominion Act of April 15th,
1918, the Canadian Society of Civil Engineers became "The
Engineering Institute of Canada."
Under its new and comprehensive charter, the national
organization of the profession was further developed. A
permanent secretariat was provided and, in 1918, the
Journal of the Institute was established.
The First Professional Meeting of the Institute was held
in Toronto on March 26th-28th, 1918. Mr. H. H. Vaughan,
*See The Engineering Journal, May, 1919, p. 411.
** See a comprehensive discussion by Mr. A. D. Flinn, of the American
Engineering Council in The Engineering Journal 1929, p. 387.
in his presidential message, pointed out that "The change
in name implies the attempt to unite all engineers in Canada,
to whatever branch of the profession they may belong, into
one society."
The Institute Approves a 'Model Act'
At the Second General Professional Meeting of the
Institute, which was held in Saskatoon, on August 10th,
1918, a paper was read by Mr. F. H. Peters, which drew
attention to the benefits to be derived by the profession
through legal enactments regulating professional practice,
discussion of this matter having been introduced by a
resolution passed by the Calgary Branch during the summer
of 1917. It will be recalled that at this time there was in
force in the province of Quebec an act respecting the prac-
tice of engineering passed in 1898, and revised in 1900,
and in the province of Manitoba an act passed in the year
1896, incorporating the Canadian Society of Civil Engineers
in that province.
The sentiment throughout the profession that the
engineer would benefit by the legal establishment of his
professional rights found further expression at the Insti-
tute's Annual Meeting in Ottawa, on February 12th, 1919,
in the formation of a committee for the purpose of drawing
up a Model Act* for submission to the various provincial
legislatures. Prompt action followed, and this act served as
a basis for legislation which was obtained shortly thereafter,
establishing associations of professional engineers in nearly
all of the provinces of the Dominion. It is to be noted that
no provision was made in the Act to relate these new legal
organizations to the Institute in any way.
At its meeting of September 23rd, 1919, Council approved
the proposed legislation, encouraged the Branches and
Provincial Divisions to co-operate in the promotion of
provincial enactments, and gave Council's moral support
to this movement. On the ballot which approved the Model
Act, seventy per cent of the votes cast by Institute members
were in the affirmative.
The Model Act defined the "practice of a Professional
Engineer" and described the powers and duties of a pro-
vincial association of professional engineers. It covered the
admission of candidates to the study and practice of the
profession as members of such an association, regulate their
government and discipline, and provided that only regis-
tered members or licensees of the association could use the
title "professional engineer." Suitable provision was made
for administration by a president and council, penalties
were prescribed for unauthorized practice, and methods of
registration and examination were indicated.
The functions of a provincial association under such an
act would therefore be to regulate admission to the pro-
fession and to administer the provincial law regarding its
practice.
In March 1920, Council appointed a committee to report
on the question of the remuneration of engineers, a matter
very much to the fore in the profession at that time. In
fact, reactions in this regard were largely responsible for the
great activity in the promotion of provincial enactments
which was then manifest.
Associations Established by
Provincial Legislation
During 1920 provincial acts based on the Model Act were
obtained in British Columbia, Quebec, Manitoba, Alberta,
New Brunswick and Nova Socotia. The Ontario Act fol-
lowed on June 5th, 1922.
Thus, by 1923, similar legislation had been obtained in
all the provinces except Prince Edward Island and Saskat-
chewan. An act was obtained in the latter province in 1930.
It should be noted that, in British Columbia, the passing
of the act was largely due to the activities of a body formed
for that specific purpose, and called the British Columbia
Technical Association.
Experience with these enactments soon raised a question
as to the definition of the term "professional engineer."**
THE ENGINEERING JOURNAL October, 1943
569
Further, the acts, though they were all based on the
Model Act, were not alike in all their provisions. Thus the
legal powers of the various associations differed in degree,
and from time to time amendments to several of the acts,
tending to emphasize this lack of uniformity, have caused
difficulties. On the whole, however, the main lines of the
Model Act have proved to have been correctly drawn.
In some cases a tendency developed for the new provincial
organizations to function in a manner contrary to the idea
which prompted their formation, and certain representa-
tions having been received from the west, the Council of
the Institute at its meeting in February 1923, unanimously
adopted the following resolution : —
"Whereas it is the opinion of the Council of The Engi-
neering Institute of Canada that all technical matters in
connection with engineering should be the function of
The Engineering Institute of Canada, and that the
various Corporations and Associations of Professional
Engineers in the different provinces are, or should be,
designed solely for the purpose of administering the pro-
vincial laws in connection with legislation;
Be it resolved : — That the Council of The Engineering
Institute of Canada go on record as approving the above
principle and that all possible steps be taken towards the
adoption of this principle;
Be it further resolved: — That the Secretary be in-
structed to write the various provincial bodies calling
their attention to this resolution and asking their co-
operation to that end;
Also be it resolved : — That the Council of The Engineer-
ing Institute of Canada suggest to each of the various
provincial bodies that they send one or more representa-
tives to a meeting for the purpose of discussing the
relations of those bodies to The Engineering Institute of
Canada, to the end that finally an Act may be enacted
similar in principle to the Roddick Medical Bill.*
It is unfortunate that the relations of the Institute (a
voluntary body) with the new associations (provincially
constituted bodies having compulsory membership), could
not be clearly defined from the outset, for it soon became
evident that such questions as the duplication of fees and
the diversity of standards for admission as between the
associations and the Institute, and also between the
associations themselves, would have to receive considera-
tion.
The Institute Calls Conference of
Association Delegates
On the invitation of the Council of the Institute in
December, 1925, a conference of delegates of the provincial
professional associations was held at the Institute Head-
quarters in Montreal in February 1926, in order to consider
this situation and other matters affecting the common
interests of the associations. The principal item on the
agenda of this meeting was co-operation with The Engineer-
ing Institute of Canada. The seven associations then exist-
ing were represented and the discussions lasted for three
days, the resulting recommendations being submitted in
due course to the councils of the several professional
associations. Although defraying the expenses of the dele-
gates, the Institute was not represented officially at this
conference.
After appointing a corresponding secretary, the delegates
left with a resolution recording the sense of close association
developed by the conference and their appreciation of the
courtesy extended to them by the Institute.
Activities of The Institute Council
At its meeting of January 18th, 1927, Council was
advised that, in accordance with its instructions, the
secretary of the Institute had written to the secretary of
the Corporation of Professional Engineers of the Province
*Which provided for Dominion-wide medical registration and quali-
fication.
**See The Engineering Journal, November 1927, page 497.
of Quebec, requesting him to communicate with the govern-
ing bodies of the various provincial associations of profes-
sional engineers, with a view to discussions as to the best
method to be adopted to bring about substantial uniformity
in the requirements for admission by examination to the
several provincial associations and to the Institute.
In the same year the Institute's Board of Examiners, on
instructions from Council, exchanged views with the Boards
of Examiners of a number of the professional associations to
see what could be done towards obtaining uniformity in
examination requirements. No definite progress in this
respect seemed possible at that time without meetings for
discussion, but in 1928 a revised examination syllabus of
the Institute was prepared and communicated to the
associations, as a possible basis for further action.
In October, 1927, the First Plenary Meeting of the
Council of The Engineering Institute of Canada took place.
The afternoon session of October 11th was devoted to a
consideration of the policy to be pursued as regards the
Institute's relations with the various provincial associations.
The necessity of developing uniform admission examination
requirements was stressed and it was resolved "that a
standing committee representative of all the interested
provinces of the Dominion of Canada be appointed by the
Council of The Engineering Institute to study the problems
involved in co-ordinating the activities of The Engineering
Institute of Canada and the several associations of profes-
sional engineers." This committee was called the Com-
mittee on Relations of the Institute with the Professional
Associations, and its personnel was named at the Council
meeting of November 25th, 1927.** It consisted of Institute
members from all the provinces.
Work of The Institute's Committee
on Relations
The Committee was unable to commence work for some
time and made no report at the annual meeting of February
1928. In June of that year Mr. George McLeod, the chair-
man, was compelled to resign through pressure of other
work and Mr. S. G. Porter was appointed chairman.
The Second Plenary Meeting of Council was held in
Montreal on October 15th, 16th and 17th, 1928. At this
meeting the chairman of the Committee on Relations was
able to present an interim report which stated that this
committee was studying the following questions: —
"1. Considering the welfare of the profession in its
broadest sense, what relationship should exist between
The Engineering Institute of Canada and the various
provincial associations ?
2. What obstacles are there in the way of attaining
the desired end ?
3. What procedure do you suggest for overcoming
them ?"
While the Committee was not yet in a position to make
a definite recommendation, it appeared that many of its
members believed that the ultimate integration of all the
provincial professional organizations was attainable, but
the Committee had not been able to define the action which
in its opinion The Engineering Institute should take in this
movement.
The Committee was continued under the chairmanship
of Mr. Porter to report at the next plenary meeting of
Council; discussion brought out the suggestion that the
provincial associations might possibly function as provincial
divisions of the Institute.
At the meeting of Council on January 22nd, 1929, upon
the request of the chairman of the Committee on Relations,
the secretary was directed to communicate with the council
of each of the provincial associations suggesting the appoint-
ment of provincial committees to co-operate with the com-
mittee of the Engineering Institute1. In its report for the
year 1928, Council indicated "that some progress had been
made towards the establishment of a more uniform standard
of requirements for admission to these bodies (professional
570
October, 1943 THE ENGINEERING JOURNAL
associations) and to the Institute, whether by examination
or otherwise."
The Committee on Relations made a report to the Annual
Meeting in February, 1929, indicating that this Committee
was in active correspondence with members of the provin-
cial associations and stating — "it is felt that events are
tending towards the amalgamation of the various provincial
associations into some kind of Dominion-wide organization,
and that the time is now opportune for the Engineering
Institute to offer the benefit of its organization and the
machinery to bring all these organizations together. . .The
sentiment for consolidation with the Engineering Institute
is favourable among a large body of members of the provin-
cial associations."
In March, 1929, Council appointed a Committee on
Policy, under the chairmanship of Dr. O. O. Lefebvre, to
investigate and make recommendations as to such changes
as seemed desirable in respect of the present classes of
membership in the Institute, its organization, publications,
and general policy.
At its meeting of September 10th, 1929, on the suggestion
of Mr. Porter, Council decided to invite a representative
from each provincial association, who was also a member
of the Institute's Committee on Relations, to take part in
a meeting of that Committee to be held at Headquarters on
October 5th, 1929, just previous to the coming plenary
meeting of Council.
Tha Third Plenary Meeting of Council was held in
Montreal on October 7th, 8th and 9th, 1929. To this meeting
Mr. S. G. Porter presented the report of the Committee on
Relations, which was unanimously adopted by the Council.
On the motion of Dr. Lefebvre it was unanimously resolved :
"That the secretary renew the invitation sent to each
of the provincial associations in February 1929, requesting
them to co-operate with The Engineering Institute of
Canada, and sending them a copy of the report of Mr.
Porter's committee, with the statement that the Council
of the Institute had adopted the recommendations con-
tained therein."
This report of the Committee on Relations was presented
at the Annual Meeting of February 12th, 1930, and after
considerable discussion was adopted, one member dissent-
ing. It dealt with uniformity of requirements for admission ;
reciprocal registration arrangements; advantages of a
national organization to represent the whole profession,
especially in connection with legislation and public welfare ;
and the increased ability to promote the educational func-
tion of the profession. Its recommendations were as follows:
1. That this Committee or a similar one be continued.
2. That at least one member of Council in each prov-
ince be added to the Committee to act during his term of
office in all cases where Council is not already represented.
3. That this committee be authorized to appoint a
small sub-committee whose duty it shall be to approach
the provincial associations and in conjunction with them
devise a detailed proposal to bring about a co-ordination
of the interests and activities of the various provincial
associations and The Engineering Institute of Canada;
and further, it is recommended that a sum of $1,800 be
appropriated towards a fund to provide for the expense
of this work.
4. That The Engineering Institute of Canada, through
the Journal and otherwise, continue to encourage and
support the activities of the provincial associations, and
contribute in every reasonable way to their success.
5. That immediate steps be taken to arrive at an agree-
ment among the professional associations, and the
Institute, for the adoption of standard uniform require-
ments for admission to membership, and that these
requirements be rigidly adhered to.
6. That upon the acceptance of such standard require-
ments, the Institute should adopt the policy of accepting
*See The Engineering Journal, February 1931, p. 102.
membership in a professional association as sufficient
evidence of qualifications for admission to The Engineer-
ing Institute of Canada.
7. That steps be taken to secure the necessary amend-
ments to the by-laws so that membership or registration
in a professional association be one of the requirements
for admission to corporate membership in The Engineer-
ing Institute of Canada for all applicants residing in a
province where an engineering profession act is in effect.
The Committee on Relations was accordingly continued,
and at the meeting of Council held on April 11th, 1930,
Past-President H. H. Vaughan was appointed chairman in
succession to Mr. Porter, and a sub-committee was appoint-
ed in accordance with recommendation No. 3 to approach
the provincial associations.
At this meeting the Council was informed that the Pro-
fessional Association of New Brunswick had appointed a
committee to consider the question of closer co-operation
between the various provincial associations and the Insti-
tute.
At this point it is of interest to note that the recom-
mendations of the 1930 report of the Committee on Rela-
tions— particularly items 5 and 6 — contained provisions
which were very similar to those of the agreements now in
force or pending between some of the professional associa-
tions and the Institute.
A National Committee Proposed by Institute
At the Fourth Plenary Meeting of Council, held in Sep-
tember, 1930, Mr. Vaughan presented a further report from
the Committee on Relations, which recommended that a
study of the possibilities in the matter should be made by a
national committee nominated by all of the provincial
associations and the Engineering Institute. This national
committee would be asked to make an analysis and com-
parison of the various provincial acts and requirements for
admission, which it was hoped would lead to the working
out of a draft set of by-laws and requirements for member-
ship that could apply to all the provincial associations and
to The Engineering Institute of Canada. This work of
analysis and drafting was to be done by a sub-committee
of three (afterwards changed to four) members of the
National Committee, representing the Maritime Provinces,
Quebec and Ontario, the Prairie Provinces, and British
Columbia respectively. It was thought that when such a
draft had been prepared and had been criticized by all
members of the National Committee it might then be sub-
mitted to the councils of the associations and of The
Engineering Institute of Canada for their consideration.
This proposal was at once approved by the Institute's
Council.
At the Institute's Annual Meeting in February, 1931, the
Committee on Relations reported* that the proposals for
a National Committee were under consideration by the
governing bodies of the professional associations, and that
some of these had already approved of the suggestion and
had appointed their members on that committee. Ultimately
members of the National Committee were appointed by the
councils of seven of the eight professional associations, who
thus concurred with the course proposed.
At this point, however, the council of one of the provincial
associations maintained that co-ordination of all activities
of engineering associations throughout Canada might be
obtained more readily by developing a plan which would
at first apply only to the provincial associations. Definite
objection was made to any plan which would at once
include The Engineering Institute of Canada. Further, the
council in question was unable to approve of the proposed
Committee of Four unless its members were accredited by
the associations alone, the Institute taking no further
active part for the time being.
After due consideration, the president of the Institute
and the chairman of its Committee on Relations felt it
necessary to allow this objection, and consequently the
THE ENGINEERING JOURNAL October, 1943
571
matter rested at this stage, awaiting further action by the
associations. Meanwhile the Council of the Institute again
further expressed its desire to co-operate with the associa-
tions in furthering the best interests of the profession
throughout Canada.
Associations Alone Establish Committee of Four
The Committee of Four — all representatives of the pro-
vincial associations — was convened in Montreal, August
24th, 1931. The members of this committee were:
J. M. Robertson, m.e.i.c, representing Ontario and
Quebec.
C. C. Kirby, m.e.i.c, representing New Brunswick and
Nova Scotia.
R. S. L. Wilson, m.e.i.c, representing Manitoba, Sas-
katchewan and Alberta.
A. S. Gentles, m.e.i.c, representing British Columbia.
Their report, which was made to the councils of the
professional associations, was dated September 4th, 1931,
and contained recommendations which ultimately gave rise
to the present Dominion Council of Professional Engineers.
The opinion of this committee was that "a Dominion-
wide body representing the entire engineering profession
and embracing all of its activities is a practical ultimate
possibility. . ."
The objective of such a body would be "the co-ordination
of all activities permissible under the provisions of the
British North America Act."
Thus, in 1931, the professional associations and the
Engineering Institute were agreed on the fundamentals of
such co-ordination, but it has taken a further ten years to
work out details of any practical working agreement.
The Fifth Plenary Meeting of Council was held in
Montreal on September 21st, 22nd and 23rd, 1931. At this
meeting the report of the Committee on Relations was
received which outlined the formation and policy of the
Committee of Four of the provincial associations, and
stated that to meet the views of the British Columbia
Association the Institute had officially withdrawn from
deliberations, on co-ordination for the time being. The
Institute, however, was ready to co-operate in every pos-
sible way to promote the work of the Committee of Four.
The Committee of Four reported on September 4th to
the professional associations and recommended the forma-
tion of a larger body, the "Dominion Council of the Engi-
neering Profession" composed entirely of representatives of
the professional associations.
At the Annual Meeting of February 1932, the Institute
approved the action of the plenary meeting with reference
to the activities of the Committee of Four of the profes-
sional associations.
There was little activity in professional engineering
legislation in 1932, except that the Ontario Association
endeavoured to get an amendment to their act as so to
prevent the practice of professional engineering by unregis-
tered persons. Their original act merely prevented the
unauthorized use of the title "Professional Engineer." The
act in British Columbia had been amended along these lines
in 1930.
Dominion Council Formed by Associations
The provincial professional associations, having appointed
representatives to a "Dominion Council of the Engineering
Profession" as recommended by the Committee of Four,
this Council, beginning as a "Committee of Eight," met in
Montreal on February 1st, 1933, and issued a report under
date of February 4th, in which it stated, "We believe that
there is every reason to expect that the ultimate outcome
of such studies will be the complete co-ordination of all
activities of the engineering profession in Canada." A pro-
posed constitution for the Dominion Council was drawn up
and included in the report. The Committee of Eight held
no further meetings, its work having been continued by the
Dominion Council.
Institute Shows Continued Interest
The Maritime Professional Meeting of the Institute which
was held at White Point Beach, Nova Scotia, in July 1933
was noteworthy as being the first professional meeting of
the Institute to be held with the active co-opération and
support of one of the provincial associations of professional
engineers. It was in fact a joint undertaking. Some of the
sessions were those of a Maritime General Professional
Meeting of the Institute; a portion of the time was devoted
to a General Meeting of the Association of Professional
Engineers of Nova Scotia. The great majority of engineers
attending were members of both organizations, so that this
arrangement presented no difficulty. It gave an effective
demonstration of the way in which the educative and tech-
nical work of the Institute could be carried on in conjunction
with the official duties of a professional association.
Representatives of all the four Maritime Branches of the
Institute were present, as well as members of the Association
of Professional Engineers of New Brunswick. The onerous
work of preparation for the meeting was actually performed
by a joint committee composed of members of the Halifax
Branch of the Institute and members of the Association of
Professional Engineers of Nova Scotia.
The Sixth Plenary Mesting of Council was held in
Montreal on October 30th, 31st and November 1st, 1933.
It considered in detail the proposals of a Committee on
Development which had been appointed in November 1931
to review the constitution and aims of the Institute. After
discussion, the proposals were approved for submission at
the annual meeting and subsequent ballot by the member-
ship. The Council placed on record its desire to co-operate
in every way with the provincial associations of professional
engineers and it was resolved that the Institute should take
every opportunity to collaborate with the provincial asso-
ciations, particularly in endeavouring to secure a generally
acceptable uniform scheme of registration of engineers in
all parts of the Dominion.
At the Annual Meeting of the Institute held in Montreal
on February 8th, 1934, the final report of the Committee
on Development, as expressed in a proposed revision of the
by-laws of the Institute, was received and caused considerable
discussion. It was pointed out that the wording of some of
these by-laws would be affected by the policy to be followed
regarding closer relationships with the provincial associa-
tions, and the suggestion was put forward that it might
be wise to forego sending these by-laws out to a ballot of
the general membership until further efforts had been made
toward closer co-operation between the Institute and the
professional associations, which might modify to a con-
siderable extent some of the by-laws proposed. It was
found, however, that the regulations of the Institute would
not permit this delay. When the ballot was taken, the pro-
posed amendments failed to carry.
At the meeting of Council of June 5th, 1934, a proposal
was presented for renewed action by the Institute, looking
toward the co-ordination of the profession in Canada, but
consideration of this matter was postponed until the fall.
This Council meeting decided that the subject for the Past-
Presidents' Prize for the year 1934-35 should be, "The
Co-ordination of the Activities of the Various Engineering
Organizations in Canada."
Institute Branches Request Further Action
During 1934 Council received a number of communica-
tions making suggestions regarding co-operation with the
associations. In October, the Halifax Branch forwarded a
resolution to Council favouring the consolidation of the
profession in each province and throughout the Dominion.
At its meeting of November 16th, Council received a
communication from the Vancouver Branch dealing with
the future policy and lines of development of the Institute.
At this meeting the Council approved certain amendments
to the Winnipeg Branch by-laws, which were calculated to
facilitate the co-operation of that branch with the Associa-
tion of Professional Engineers of Manitoba. This meeting
572
October, 1943 THE ENGINEERING JOURNAL
of Council also discussed a suggestion from the president of
the Association of Professional Engineers of Alberta, that
the Institute might act as a clearing house in communica-
tions between the associations of professional engineers and
the Department of Immigration with regard to applications
for admission of foreign engineers to Canada. The suggestion
was approved, provided the consent of all professional
associations to the arrangement could be secured.
The Montreal Branch, at its Annual Meeting of January
10th, 1935, discussed the question of consolidation, and at
a further meeting of January 30th, forwarded to the Council
for presentation at the annual meeting, a resolution similar
to that of the Halifax Branch.
Work of The Institute's Committee on
Consolidation
At the Annual General Meeting of the Institute held in
Toronto on February 7th, 1935, the above resolutions,
together with resolutions from the Ottawa Branch, the
executive committee of the Quebec Branch,, the executive
committee of the Border Cities Branch, the Lethbridge
Branch and the Association of Professional Engineers of
the Province of New Brunswick, were presented, and thus
the question of consolidation became the chief business of
the meeting. As a result, a Committee on Consolidation
was formed, under the chairmanship of Gordon MacL.
Pitts, "to develop the possibilities of consolidation of the
engineering profession in Canada." This committee was
instructed to report its findings through Council to a
general meeting of the Institute.
Thus the Committee on Consolidation had necessarily as
its principal object the establishment of closer relations
with the eight provincial associations of professional
engineers, as a first step towards the organization of the
engineering profession in Canada on a truly national basis.
It was obvious that the diversity of the interests con-
cerned made the problem difficult of solution. While there
are a large number of Canadian engineers who actively
support the registration movement by belonging to the
associations, there are many who do not do so. Some of the
corporate members of the Institute are not registered. As
regards non-members of the Institute, some belong to no
organization at all, some belong to a professional associa-
tion, and others have joined non-Canadian engineering
bodies.
There seemed to be at least two main schools of thought
on this question. On the one hand there was the view that
everyone should be registered who is engaged in any kind
of engineering work requiring professional training as dis-
tinguished from the work of a foreman or skilled craftsman.
On the other hand some believed that legal registration as
a professional engineer should be required only of those
whose work makes them personally responsible for the pro-
tection of the public. A totally different doctrine was held
by those few who did not believe in registration, and were
of the opinion that legal authorization to practice is unneces-
sary for any engineer, either in his own interest or that of
the public.
Any scheme for the better organization of the profession
which can commend itself to all, or even a majority, of the
holders of these divergent opinions must evidently contain
features on which some compromise has been made. In fact,
both the engineers whose main interest lies with the legal
work of the associations, and those who attach more
importance to the technical and educational work of the
Institute, would have to give some effective recognition to
their opponents' views before any workable plan could be
evolved.
In regard to this matter, the attitude of the Council of
the Institute has been consistent ever since 1919, when it
gave approval to the proposed provincial legislation based
on the Model Act prepared by an Institute committee. It
is true that at that time no attempt was made to relate the
* See The Engineering Journal, January 1936, pp. 30-39.
new legal organizations to the Institute, and, in the light
of later events this was perhaps unfortunate. It would seem
that if the legal and other difficulties involved in forming
such a relation had been faced at that time, more rapid
progress would have been possible.
The Institute Council, however, has constantly endeav-
oured to promote closer relations with the provincial
associations and thus bring about a measure of unity in the
profession in Canada. The history of these efforts was sum-
marized in the report* of the Committee on Consolidation
which its chairman presented at the Annual Meeting of
1936.
In this report, prepared after a year of strenuous work,
the committee put forward a series of proposals for the
amendment of the Institute by-laws, defining the lines
along which, in the committee's opinion, the Institute could
best co-operate with the associations.
The principal features of the proposals were, the recog-
nition by the Institute of membership in the associations as
a qualification for membership, the establishment of a
standing committee to be known as the Committee on
Association Affairs, representation of the associations on
the Institute Council, the abandonment of the grade of
Associate Member in the Institute; associations which
co-operated with the Institute would be known as Com-
ponent Associations. In a province where a Component
Association existed, membership in that association would
in future be essential for admission to the Institute.
After preliminary discussion at the annual general meet-
ing of 1936, these proposals, and in fact the whole relations
of the Institute with the professional associations, were the
main subjects of debate at the Seventh Plenary Meeting of
Council held in Montreal, October 1936.
At that meeting the proposals of the committee under-
went some modifications before being approved by Council
for submission to the next annual meeting and, if then
accepted, for ballot of the membership as required by the
by-laws.
During the discussion, Mr. C. C. Kirby, president of the
Dominion Council of Professional Engineers, said that he
believed the desires of the majority of engineers in Canada
were : —
(a) Closer co-operation between the provincial associa-
tions;
(b) Some form of alliance with a national body organized
so as to avoid the present duplication of fees; and
(c) The national body to be representative of the whole
engineering profession.
The idea of creating a new body to implement (a) and
(c) was acceptable in some provinces, but unacceptable in
others, because the Institute with its history of service to
the profession was available. The provinces themselves were
not unanimous on the registration movement, and some
engineers now members of the Institute were not required
by the nature of their employment to become registered.
The idea that the associations should also maintain per-
manently their own Dominion Council had proved un-
acceptable to some associations. He believed that the pro-
posals of the Committee on Consolidation appeared a prac-
tical compromise between all these views.
Mr. Kirby presented a suggestion from British Columbia
that all associations should have representation on the
Council of the Institute in proportion to the number of
their members, provision also being made for accredited
substitutes with proxy rights.
Mr. Kirby did not think that such a proposal had ever
been made in connection with the Dominion Council, and
said that under the committee's proposals every member of
an association would be represented on the Institute Coun-
cil by his own association's appointee.
There was no intention or possibility of transferring any
powers legally belonging to the associations to the Institute
or its standing committee.
The proposals of the Committee on Consolidation were
THE ENGINEERING JOURNAL October, 1943
573
duly discussed at the Annual General Meeting in January,
1937, and the proposed revisions to the by-laws were sent
forward to ballot by the membership. A difference of
opinion between Council and the Committee on Consolida-
tion led to the submission of an alternative proposal by
Council in respect to one section of the proposed amend-
ments.
The proposals submitted to the membership were intended
to be a compromise to safeguard the interests of all members
of the Institute. It was also hoped that the proposals would
enable the professional associations to unite in co-operating
with the Institute. Such co-operation would make it possible
ultimately to build up a Dominion-wide organization which
would represent the profession as a whole.
In this connection it must be remembered that apart
from the Institute and the professional associations, there
exist in Canada a number of important technical societies,
some of which are branches of non-Canadian organizations,
whose ultimate co-operation would be essential for the full
development of the organization movement. As yet it had
not been feasible to consult officially with these bodies,
since it was first necessary to find a solution for the problem
of co-operation with and between the professional associa-
tions.
When the ballot was taken in April 1937, however, there
was a substantial majority against the amendments which
embodied the proposals of the Committee on Consolida-
tion. It seemed evident, however, from the many discussions
which had taken place, that most Institute members, while
objecting to certain details of this particular scheme, were,
nevertheless, sincere supporters of the principle of co-opera-
tion between the Institute and the associations.
Discussions with some Associations Begin
Following the announcement of the results of this ballot,
the subject of the Institute's relations with the associations
came up at practically every Council meeting during the
year. It soon appeared that in certain provinces, particularly
Nova Scotia, New Brunswick, Manitoba, Saskatchewan
and Alberta, the problem of co-operation might be regarded
as comparatively simple. In these instances the number of
members involved is not large, and it was felt that working
arrangements could be established with some of these bodies
if the Council were authorized to enter into agreements with
the associations concerned. But as regards the three other
associations, the situation seemed different. Their member-
ship is larger and contains a greater proportion of associa-
tion members who are not in the Institute. There are also a
considerable number of members of the Institute who do
not belong to those associations. For these and other reasons,
the desirable objects, such as common membership, or
uniform standards of admission as between the associations
themselves and with the Institute, are more difficult of
attainment in these cases.
In fact, at its meeting in May 1937, Council was informed
that a local committee in Nova Scotia was studying the
possibilities of co-operation there between the Institute and
the Professional Association. Discussions along similar lines
were taking place in Saskatchewan and Manitoba. The
president reported in regard to a visit to Winnipeg, which
he had made at the request of Council to meet the members
of the Winnipeg Branch and the members of the Manitoba
Professional Association. He outlined the proposals for
co-operation between the Institute and the Association in
Winnipeg which had been under consideration there. It was
reported that the Council of the Association of Professional
Engineers of New Brunswick was also considering the
matter. In compliance with a suggestion from Halifax,
Professor H. W. McKiel and Mr. C. A. Fowler were
appointed to represent the Institute Council in the Nova
Scotia discussions.
The Council Forms Committee on Professional
Interests
The Eighth Plenary Meeting of Council was held in June,
1937. At this meeting, Council discussed the relations of
the Institute with the professional associations in Nova
Scotia, New Brunswick, Manitoba and Saskatchewan, and
a resolution was unanimously passed expressing Council's
desire to co-operate with all the associations. After dis-
cussion, it was decided to appoint a Committee on Profes-
sional Interests under the chairmanship of Past-President
F. A. Gaby, with Past-President 0. O. Lefebvre and Coun-
cillor F. Newell as members. Its duty would be to deal
inter alia with matters involving negotiations with the
professional associations, without prejudice, however, to
the negotiations in Nova Scotia, and working with the aid
of provincial sub-committees.
In October 1937 a number of proposals for the amendment
of the Institute by-laws were received from thirty-one cor-
porate members for submission to Council. These were
based on some of the important provisions submitted by
the Committee of Consolidation in 1936. They proposed the
retention of the class of Associate Member; the automatic
admission of corporate members of the professional associa-
tions, subject to classification by Council; the establish-
ment of Component Associations, and of a Committee on
Association Affairs; the payment by a Component Associa-
tion annually to the Institute of a fee of 50 cents for each
member of a Component Association licensed to practise;
the payment by a Component Association whose corporate
members are admitted as members of the Institute of a
per capita annual fee to be determined by the Council,
which would include the per capita fee of 50 cents referred
to, and an annual subscription to the Journal; the recog-
nition of a new class of non-corporate membership to be
called "Provincial Associates" which would comprise those
members of an association who do not become members of
the Institute; the compulsory investigation by Council of
the conduct of any member who might be expelled from a
Component Association; the fixing of the entrance fee of
the Institute for all corporate members at $15.00.
At the October meeting of Council, Messrs. McKiel and
Fowler attended and presented their report on the situation
in Nova Scotia, outlining a scheme for co-operation which
had been endorsed by the Council of the Association and
by the Institute branches in Nova Scotia. They recom-
mended that Council express its willingness to enter into
an agreement with the Association whereby the Institute
would accept all members of the Association as corporate
members of the Institute, while the Association would
collect a single Ice from all of its members, covering the
annual fee to the Institute, a sum for the operation of the
Institute branches in Nova Scotia, and the annual fee to
the Association. This arrangement would be conditional on
all members of the Association joining the Institute.
After discussion, the scheme was approved in principle,
and it was directed that a letter ballot of Council should
be taken as to Council's willingness to enter into such an
agreement. It was noted that as the proposal would involve
a change in the schedule of fees for Nova Scotia members,
it would be necessary to obtain an amendment to the
by-laws empowering Council to enter into an agreement of
this kind.
At the same Council meeting, the proposals of the
thirty-one corporate members for the amendment of the
Institute by-laws, which had been sent in on October 1st.
were submitted for Council's consideration in accordance
with Section 75 of the by-laws.
Council was of the opinion that in view of the report
just received from Nova Scotia and the activities of the
Committee on Professional Interests, it would be desirable
to suggest to the representatives of the thirty-one proposers
either the withdrawal of their proposals and the substitu-
tion of an amendment legalizing Council's action regarding
the Nova Scotia agreement, or some modification of their
proposals which would bring them more in line with
Council's views as developed during the year. With this in
mind a committee consisting of the president, Past-Presi-
574
October, 1943 THE ENGINEERING JOURNAL
dent Shearwood, and the presidential nominee, J. B.
Challies, was appointed to confer with representatives of
the proposers.
In Council's view, the length and apparent complexity
of the proposals of the thirty-one members, as well as the
retention of many points of similarity with the consolidation
proposals which had been so recently rejected on ballot,
would make it very difficult to secure their acceptance by
vote of the general membership, whereas a briefer and
broader proposal would have a much better chance of
obtaining the necessary majority. Further, these proposals
might tend to confuse the promising negotiations presently
in hand with several of the associations.
After discussion, the representatives of the thirty-one
proposers felt that, without consulting their principals, they
could not undertake to withdraw the proposals. Such con-
sultation would take place as quickly as possible.
At the Council meeting held in November, it was reported
that on letter ballot a majority of councillors thought that
Council should express willingness to enter into an agree-
ment with the Nova Scotia Association. No negative votes
were cast.
A similar request having been received from New Bruns-
wick it was decided to take similar action in that case and
to notify our representatives in both provinces of Council's
favourable decision in both cases.
In regard to by-law amendment, the president submitted
three sections drafted as a compromise and reported that
they had not been acceptable to the representatives of the
thirty-one proposers. On the other hand, after a full dis-
cussion, Council felt unable to accept the new sections put
forward by the thirty-one proposers.
New By-Law Enables Council to Negotiate
Agreements
The members of Council present then agreed on the draft
of a new by-law merely enabling Council to co-operate with
any of the professional associations and enter into agree-
ments with them in furtherance of the mutual interests of
the members of the Institute and of the associations, and
in particular respecting the admission of their members to
the Institute and the amount and method of collection of
fees. It was directed that this draft should be submitted to
all members of Council for approval by letter ballot before
being put forward as a definite proposal .of Council.
It was the opinion of Council that the situation arising
from the rejection of the proposals of the Committee on
Consolidation would be met most effectively by this simple
by-law, giving Council the power to enter into agreements
with the associations. When this was explained to the
representatives of the thirty-one corporate members, they
accepted the suggested by-law in lieu of their proposals, an
action which was appreciated, since it opened the way for
immediate action on co-operative agreements with several
of the associations.
Accordingly, the proposed new by-law (now Section 78)
was presented by Council, and discussed at the Annual
Meeting of 1938; it was then accepted for ballot. When
voted upon in March, the membership approved it by an
overwhelming majority.
Meeting of Dominion Council in Montreal
An event of interest to the Institute as well as to all
association members was a meeting of the Dominion
Council of Professional Engineers, held in Montreal in
April 1938, and attended by representatives of seven of the
provincial associations.
The principal business before the meeting was considera-
tion of the differences between the various provincial
associations of professional engineers in respect to charters,
by-laws and methods of procedure, with special reference
to those features governing interprovincial practice.
*Published in The Engineering Journal, March, 1938, p. 247.
**See The Engineering Journal, August 1938, p. 396.
Discussions With Nova Scotia
In 1938 the first draft* of a proposed agreement between
the Institute and the Association of Professional Engineers
of Nova Scotia had already been under discussion for some
time by accredited representatives of both bodies. After
publication in the Journal it had been approved almost
unanimously by letter ballot of the Institute Council, and
by vote of corporate members of the Institute resident in
Nova Scotia. Definite action on the part of the Nova Scotia
Association did not follow immediately, however, some
doubt having arisen as to the Association's legislative
authority to complete the agreement in the precise form
which had then been negotiated.
Agreement with Saskatchewan Association
During the winter of 1937-38 a committee of the Saskat-
chewan Branch of the Institute had been studying the
possibility of co-operation in that province, and had pre-
pared a draft agreement. The relations of that Branch with
the Association of Professional Engineers of Saskatchewan
have always been cordial; in fact, it had been the regular
practice to hold joint meetings and functions. The executive
committees of the Branch and of the Association jointly
considered the draft and approved it with minor amend-
ments on April 22nd, 1938. It was published in the Journal
in August.** In September it was approved by ballots of
the Institute Council, of the Institute's corporate members
resident in Saskatchewan, and of the members of the
Association. Thus it was possible to arrange for the formal
signing in Regina on October 29th, 1938, of the first
co-operative agreement between The Engineering Institute
of Canada and one of the provincial associations of profes-
sional engineers. The president of the Institute, the general
secretary and the chairman of the Institute's Committee
on Professional Interests journeyed to Regina for this
important ceremony. Addresses marking the occasion were
delivered by the president of the Institute, Dr. J. B.
Challies, and by the president of the Association, Mr. J.
W. D. Farrell; the proceedings were broadcast from coast
to coast.
The main purposes of this agreement for the co-operation
of the two bodies may be stated as:
(a) Common membership in the province of the Institute
and the Association,
(b) Simplification of arrangements for the collection of
fees,
(c) Reduction in total fees payable by those who are
members of both bodies,
(d) Management by a common executive.
Under the Saskatchewan agreement all registered profes-
sional engineers in the province, not already members of
the Institute, became corporate members without entrance
fee. The Association's "Engineers-in-Training" became
Juniors of the Institute.
Thus the Saskatchewan Branch of the Institute now
consists of all members of the Institute resident in Saskat-
chewan and all members of the Association.
The Association collects one joint annual subscription
from each of its members, from which an agreed sum is
paid to the Institute in lieu of its ordinary membership fee.
The officers and council of the Association become the
officers and executive committee of the Saskatchewan
Branch and are responsible for its financing and manage-
ment.
All meetings are announced as meetings of The Engineer-
ing Institute of Canada and the Association of Professional
Engineers of Saskatchewan.
The tangible results of this agreement, which has now
been in operation for five years, are the best evidence of
the benefits accruing to the engineering profession in a
province by the consummation of such an agreement.
During the first year forty-eight members of the Saskatche-
wan Association, who were not previously members of the
Institute, joined the latter body, and thirty-three members
THE ENGINEERING JOURNAL October, 1943
575
of the Institute became members of the Professional
Association. In addition fifty-four members of the Associa-
tion automatically became members of the Institute with
the signing of the agreement in 1938.
Agreement with Nova Scotia Association
As regards Nova Scotia, discussions on the draft agree-
ment prepared in 1937-38 continued for some time, while
efforts were made to remove or avoid certain technical
difficulties. It was not until 1939 that a revised proposal1
was ready for submission to ballot. The qualified voters,
both of the Association and the Institute, approved it, and
it was formally signed in Halifax on January 25th, 1940.
The Institute was represented at the ceremony by President
H. W. McKiel and the general secretary. The president —
S. W. Gray — and the registrar signed on behalf of the
Association. Thus the seal was set on the result of discus-
sions which had commenced as early as 1934.
The Nova Scotia Agreement, while not identical with
the Saskatchewan document, contains many similar pro-
visions. It places the management of the joint affairs of
both bodies in the hands of a Joint Finance Committee.
A single fee is paid by members to the treasurer of the
Association, from which the necessary payments to the
Institute and its Nova Scotia branches are made.
Agreement With Alberta Association
By January 1940 the discussions regarding co-operation
between the Institute and the Association of Professional
Engineers of Alberta had enabled the joint committee —
which represented both bodies — to draw up a draft agree-
ment. This draft received the general approval of the
Association at its Annual Meeting in March, after similar
approval had been given by the Institute Council.
After discussion with the officers of both bodies, and
following a conference with two headquarters representa-
tives of the Institute's Committee on Professional Interests
who went to Calgary for the purpose, the joint committee
completed a final version of the agreement, which, after
being accepted by the Council of the Association, was ready
in August for formal approval by both bodies. This approval
involved the publication of the agreement2 and its sub-
mission by ballot to the members of the Association and to
the members of the Institute.
These ballots were overwhelmingly in favour of the
agreement, which was accordingly signed in Calgary on
December 14th, 1940, by President T. H. Hogg and the
general secretary for the Institute, and by President H. J.
McLean and the registrar for the Association.
This agreement is generally similar to that with the
Saskatchewan Association. As in the case of Nova Scotia,
the Alberta Agreement states that to promote close co-
operation between the two bodies, the objects are:
1 Published in The Engineering Journal, December 1939, p. 534.
2 See The Engineering Journal, September 1940, p. 403.
3 See The Engineering Journal, November 1941, p. 549.
4 See The Engineering Journal, September 1943, p. 535.
(a) A common membership in the province of the In-
stitute and the Association.
(b) A simplification of the existing arrangements for the
collection of fees.
Agreement with New Brunswick Association
In New Brunswick, conferences on co-operation between
the Institute and the Professional Association began in
1937, and discussions continued for some time.
As a result a draft agreement was prepared during 1941
following the general lines of those already in force, but
with some modifications to meet local conditions.3 It was
then duly approved by the Institute Council, by the two
Institute Branches in New Brunswick, and by an almost
unanimous ballot of the members of the Association.
The ceremony of its signature took place in Saint John
on the evening of January 12th, 1942, at the time of the
Annual Meeting of the Association. The signing officers
were Vice-President K. M. Cameron and the general
secretary of the Institute, together with the president of
the Association, G. L. Dickson, and its secretary.
Thus there are now four provinces in which the provincial
body and the Institute have come to a working arrangement
whereby the benefits of each become available to the other.
Manitoba
Discussions initiated in 1934 have also been proceeding
with the Association of Professional Engineers of Manitoba.
After some unavoidable delay, a draft4 was arrived at in
1942 and is now (September 1943) being voted upon by
the Association membership and by the Institute member-
ship in Manitoba, having been approved by the Institute
Council at its February meeting.
Present Situation
The foregoing review of the various events which have
led to the results already achieved, gives some idea of the
difficulties which have had to be surmounted in each case
by the give-and-take of the representatives of the contract-
ing parties. The situation is complicated, not because of
unwillingness or animosity, but largely because of the
diversity in the character of the professional engineer's work
in the different provinces, the preponderance of one or more
branches of engineering in a province, or the association's
general policy as determined by industrial or economic con-
ditions in the province concerned.
The cordial relations existing between the Engineering
Institute and the Dominion Council brighten the prospect
for an eventual solution of the engineering registration
problem in Canada. In the Dominion Council the profession
has an influential body which can do much to secure the
necessary uniformity in the professional requirements and
legal regulations obtaining in our different provinces.
In The Engineering Institute of Canada there is available
a Dominion-wide organization of recognized standing
admitting members of all branches of the profession, and
promoting united action as regards technical matters, pro-
fessional information, and the general welfare of its members.
576
October, 1943 THE ENGINEERING JOURNAL
Abstracts of Current Literature
PROFESSIONAL ENGINEERS
From The Engineer (London, Eng.), August 20. 1943.
The world is hearing a great deal about the so-called
"working classes" of society. Their welfare is a prime pre-
occupation of economists. All Governments are concerning
themselves with measures for improving their health, in-
creasing their education, ensuring employment for them, and
removing from their shoulders responsibilities and anxieties.
Whether all this is really for the best is a sociological ques-
tion that is more likely to be answered by posterity than by
the arguments of philosophy. Our concern at the moment
is not with it, but with a correlated problem that is receiv-
ing far less sympathetic attention. Broadly speaking, there
are, in peace, some fifteen million artisans or manual work-
people— male and female — in the United Kingdom. That
leaves about thirty million non-artisans, of whom twenty
million, say, are children and juveniles. Of the ten million
that remain one-half, or thereabouts, are housewives or
engaged in household duties, leaving, after allowing a little
for "terminological inexactitude," some five million for the
thousand and one occupations which are required by a
society in a high state of civilisation. If we deduct from
these the "upper ten thousand" there remains the great
middle-class with its subdivisions into upper and lower.
It is by this class that the bulk of the taxes are paid, directly
and indirectly, and it is to this class that by far and away
the largest number of great thinkers and organisers belong.
From it are drawn directors and managers of industry, as
well as those engaged in professional occupations. It may
be said, in fact, that the middle class is the brains and
enterprise of society. But principalities and powers have
rarely shown any interest in it save as a milch cow, whilst
it has often been anathematised and even murdered by the
working classes under the hated epithet of "bourgeoisie."
It is to this often maligned class that professional engi-
neers belong, and there is unquestionably a growing demand,
particularly amongst younger men, that they should be
represented by some corporate organisation that would
watch over their interests, and save them from the neglect
and indifference of the powers that be. The position is one
of some delicacy. The great institutions can do little to help,
them. By tradition and by the terms of their charters they
are required to restrict their energies strictly to the dissem-
ination and advancement of scientific and technical know-
ledge. They may not concern themselves with anything
that touches upon the remuneration of engineers or upon
other matters associated with the conditions of their em-
ployment. Powerful as they might be in approaching the
Government, or some lesser authority, on purely technical
or scientific subjects, it would be outside their province to
concern themselves in any way with the sociological prob-
lems of professional engineers. So conscientiously have they
adhered to their established position that when the Engi-
neers' Guild was founded some years before the war, they
refused to give it their official countenance, although the
individual sympathy of some of the members in office was
not withheld. One of their major objections was that any
organisation of the kind would inevitably acquire a savour
of trade unionism and, stoutly as the Guild might protest
that it was not, and had not the slightest intention of being
a trade union, the fear was enough to alienate the good
wishes of the institutions. Is, we may ask, this a case of
giving a dog a bad name and hanging him ? With the in-
crease of co-operative activities much that is done under
the name of trade unionism must be done by associations
that do not represent trades and that could not and would
not desire to employ some of the practices of trade unions.
If engineers could borrow from the medical profession—
which has its British Medical Association — some such title
Abstracts of articles appearing in
the current technical periodicals
as the British Association of Professional Engineers, the
attitude of the great institutions might be modified.
Views have changed so greatly within the last few years
that what would once have appeared undesirable and im-
proper is now just as likely to be regarded as not only proper
and desirable, but essential. Many of those who were
brought up in the old school will still oppose a change from
traditional practice, but the younger engineers will see the
world in the light of their own day and will wish to accom-
modate themselves to the environment of their era. It may
be regarded as a certainty that they will insist on the for-
mation of some organisation, be it the Engineers' Guild or
another, that will attend to aspects of their professional
life which fall outside the proper scope of the chartered in-
stitutions. May we suggest to the great institutions that
they would do well to assist by sympathy and advice in
the building up of an association whose work would not
compete with theirs in any respect, but would be comple-
mentary to it ?
MOTOR SHIPBUILDING
From Trade and Engineering (London, Eng.) August, 1943
Variable-Pitch Propeller
Although they cannot for the most part be placed in
service until after the war, large motor-ships are being-
turned out by the Swedish shipyards at about the same
rate as in normal times. The work on hand is sufficient to
keep the whole shipbuilding industry occupied for the next
three years, for it is understood that the vessels definitely
contracted for amount to about 350,000 tons gross. Among
recently constructed motor-cargo liners are some interesting
vessels, and in certain cases innovations are being adopted
which may have a marked influence upon the future of
shipbuilding. In at least two of the leading Swedish yards
riveting has now been displaced almost wholly by electric
welding.
The most important Swedish ship lately launched is the
Suecia, the delivery of which is expected in the course of
the next month or so. She is by far the largest vessel to be
equipped with variable-pitch propellers, and it is interesting
that this should be the case since she bears an historic name.
The original Suecia was the first motor-ship built to sail
under the Swedish flag, and was sunk last year after 30
years' service. The owners, the Johnson Line, of Stockholm,
will be able to ascertain the true value of variable-pitch
propellers under normal sea-going conditions, since a sister
ship, the Argentina, was completed a few months ago and
will trade on the same route — namely, to South America.
Both these vessels are 452 ft. long, and in addition to
carrying about 10,000 tons of cargo have accommodation
for a number of passengers. The beam is 56 ft. 6 in., and
the two Gotaverken single-acting two-stroke engines of
3,500 b.h.p. are of sufficient power to give a normal speed
of 16% to 17 knots fully laden.
The reversible propellers were built by A. B. Karlstads
Mekaniska Werkstad and are known as the Kamewa type.
They have three blades with a diameter of 13 ft. 9 in. There
is a neutral position, so that while the ship is being man-
oeuvered the engines may continue to run at ordinary speed.
One of the advantages claimed is that the frequent starting
and stopping of the propelling engine in the normal ship is
avoided, and this should lead to reduced liner wear. More-
over, the pitch may be set to give maximum efficiency ac-
cording to the conditions of service. The engines are of the
non-reversible type. The operating mechanisms is placed
within the propeller hub, and the control is carried out
THE ENGINEERING JOURNAL October, 1943
577
electrically from the bridge. The principle of action of the
propeller is based upon that of the well-known Swedish
Kaplan water turbine, which has been built in powers up
to 60,000 h.p. The Kamewa reversible propeller has already
been installed in a number of smaller ships, but in no case
has the power exceeded about 500 h.p. per shaft.
NEW CARGO TONNAGE
When oil-engine propulsion became widely adopted most
shipowners in the Netherlands and Belgium had their new
motor-vessels built in their own countries, while Norwegian
owners usually went to Sweden and Denmark. Contracts
were seldom placed in this country, mainly on the score of
higher prices. Now that new British ships are being delivered
to Netherlands, Belgian, and Norwegian account to replace
tonnage sunk by war action, owners of these nationalities
will, in many cases for the first time, have experience of
the operation of British-built oil-engined ships.
A description of one of these ships lately delivered to the
Belgian Ministry of Marine has been published in The
Motor Ship. The vessel carries 9,600 tons of cargo and is
equipped with four-stroke Harland-B. and W. machinery
arranged amidships. A tank between No. 2 hold and the
forward bulkhead of the engine-room carries over 900 tons
of fuel oil, and in addition about 800 tons are carried in
the deep tank. With all the tanks full the quantity of oil
will give the ship a radius of action of some 30,000 sea
miles. There are two holds forward and two aft of the
engine-room, the total cargo capacity being 522,690 cu. ft.
One of the motor-ships recently built in this country and
allocated to the Norwegian Shipping and Trade Mission is
somewhat larger. In her a standard Barclay, Curle-Doxford
opposed piston engine is installed, and whereas in the
Belgian ship 10 3-ton electric winches are fitted on deck,
in the Norwegian vessel the 12 5-ton winches are all driven
by steam engines. The exhaust gases from the propelling
engines pass through a composite boiler and raise sufficient
steam for the operation of the steam-driven auxiliaries
needed at sea. Doxford-type machinery is installed also
in one of the new British-built cargo liners for the Nether-
lands Shipping and Trading Committee. Incidentally, the
American Government is handing over to the Norwegians
some new ships built in the United States, and among them
are two of the CI class of motor-ship with geared Diesel
machinery. The vessels will remain the property of the
American Government during the war, but will sail under
the Norwegian flag with a Norwegian crew.
"AND A GOOD JUDGE TOO!"
From Manufacturing and Industrial Engineering, (Toronto, Ont.),
August, 1943.
For several years past, there has been a growing tendency
on the part of governments and public bodies to appoint
commissions and committees of investigation of which the
chairman is almost invariably a judge. While we appreciate
to the full the high calibre of the Canadian judiciary and
recognize the advantages of a judicial approach to the solu-
tion of most problems, we submit that many of the latter
are of such a nature that they cannot be handled satisfac-
torily by men who have had the semi-classical training of
lawyers. Frequently they have neither the ability nor the
inclination to appreciate the scientific or technical view-
point and their reasoning, however logical it may be, cannot
lead to a correct conclusion if it is based on faulty premises.
As a consequence, matters which are of relatively minor
importance may be magnified to major proportions by in-
terested parties and really important matters may receive
scant attention. Such instances occur frequently in law
courts when technical evidence is being presented. In a
welter of expert evidence, mostly contradictory, many judges
must be guided rather by their appraisal of the experts them-
selves than by the evidence which they can only under-
stand to a limited extent.
Cases of this kind should be appraised by independent
technical experts who would be appointed to assess the
technical evidence, the judges being the arbiters in points
of law.
Committees and commissions have semi-judicial func-
tions to perform and the members should have some degree
of familiarity with the matters at issue. In dealing with
labor, for example, many factors which are vitally important
can only be properly appreciated by those who have worked
in factories and have first-hand knowledge of the subject.
If this be true of committee members, it applies with greater
force to the chairman, whose activities and opinions are
frequently dominant.
There are some judges who have the requisite learning
and experience but they are few in number and are seldom
appointed to these chairmanships. The difficulty might be
avoided by the appointment of a technical judiciary, if
there were enough judges of this kind available and if the
appointments could be free from political influence, (per-
haps a vain hope!)
If it be maintained that a lawyer is the best kind of medi-
ator in technical disputes, why not expand the idea and ask
doctors to adjudicate on tenders for work and dentists to
decide on the relative merits of competitive schemes. We
may (or may not) agree with W. S. Gilbert that:
"The law is the true embodiment of everything that's
excellent. It has no kind of fault or flaw," — (Isolante) but
even lawyers have their limitations. In any event, the
present situation is often Gilbertain.
GLIDER CROSSES ATLANTIC
From Trade and Engineering (London, Eng.) August, 1943
Future Possibilities
Enormous new possibilities for the future are opened up
by the achievement of the R.A.F. Transport Command in
towing a fully laden glider 3,500 miles from Montreal across
the Atlantic to Great Britain. A number of important
lessons have been learned from the experiment, and if it is
possible to accomplish such hazardous undertakings under
war conditions it will obviously be possible to go even
farther when peace restores a world-wide weather intelli-
gence service and permits of wireless contact throughout
the journey. The glider, which was loaded with medical
and war supplies for Russia and Great Britain, was towed
across by a twin-engined American-built Dakota transport
aircraft, which has also been used as a troop carrier, and
the distance was covered in stages in a total flying time of
28 hours. This was the first time that such a trip had been
made across the Atlantic or any other ocean, and it estab-
lished a record for the distance covered by a towed glider
carrying freight.
Credit for the experiment belongs to Air Chief Marshal
Sir Frederick Bowhill, A.O.C.-in-C, R.A.F. Transport
Command, who, while commanding the North and South
Atlantic Bomber Ferry from Canada, instituted cautious
experiments with a view to collecting exact information
about the ultimate possibility of an Atlantic "air train"
service. The test was made as a foundation for further work
to be carried out by the technical research branch of the
Command.
the glider
The glider used is of special interest. It is a type C.G. 4 A,
with a wing-span of 84 ft., designed by the Waco Aircraft-
Company and built by a piano manufacturer in New York.
The freight load is V/i ton. For the flight it was equipped
with rubber dinghies, ordinary ocean emergency equipment
carried by bombers crossing the Atlantic, and flotation gear.
The steel attachments for towing the glider were designed
to take a pull of 20,000 lb., and the tow-rope was made of
£80 worth of nylon. The glider is loaded and unloaded
through a hinged nose; which opens and closes like a jaw.
On such a journey the glider must be flown manually
578
October, 1913 THE ENGINEERING JOURNAL
all the time; there is no automatic pilot. The pilot must
keep his eyes constantly on the towplane or the tow-rope
if the tug aircraft is invisible in cloud or darkness. Special
care must be taken at night or in cloud, for the pilot of
the glider must judge his position in relation to the aircraft
pulling him by the angle of the tow-rope, known as the
"angle of dangle." The glider must be flown at about 20 ft.
above the towplane. The take-off is the most difficult part
of the flight. The wing loading of the glider is less than
that of the tug aircraft and consequently it takes off at a
lower speed, so that it is airborne while the tugplane is
still on the ground. Should the pilot allow the glider to get
too high before the tug has taken off, its tail could be pulled
up so that no take-off at all would be possible. In flight
it is essential not to let the glider get too low, otherwise
the tail of the tug would be pulled down and the aircraft
would stall in too steep a climb. In clear weather without
an horizon the glider pilots take spells of about an hour;
in clear weather with an horizon, two hours; but in bad
weather the captain may have to stay at the controls for
hours at a stretch. Noise complicates life for the glider
pilots. Without a power unit though it is, the air pulses
"like a goods train on worn tracks, a steady beating of
wheels over joints" in one of the pilots words. The noise
does not diminish until the glider speed falls below 70 knots.
For communication between glider and tug wireless is used,
using ordinary earphones and throat microphones. When
not in use the glider switches off to save the batteries; if
the pilot of the tug wishes to speak to the glider crew he
waggles his wings as a signal. Change of temperature must
be allowed for. There is no heating system in the glider.
Out of the sun, in cloud or snow, the outside temperature
can drop to 30 deg. below zero, and snow and ice can form
inside the fuselage. Yet in clear sunshine, regardless of out-
side temperature, the glider is as hot as a glass-house; the
celluloid cockpit concentrates the sun's rays.
THE TOWING AIRCRAFT
For the Atlantic crossing modifications were made to the
towing aircraft. These included special tanks for extra fuel,
tanks so made that they could be jettisoned intact, with
their contents, should the need arise. Petrol could not be
jettisoned loose, as it would spray back on to the glider
and atmospheric electricity might ignite the petrol and set
fire to the glider. A knife was carried in the aircraft to cut
the fuselage open in case of emergency. The whole flight
was made without incident, however. On the whole the
weather was favourable, although conditions sleep was
sometimes curtailed. The glider and its tug reached an
aerodrome in this country exactly at their estimated time
of arrival.
Before the actual ocean crossing a non-stop record flight
had already been made by Squadron Leader R. G. Seys,
D.F.C. of the R.A.F. captain of the glider, who began the
experiments about six months before the crossing was
attempted. All trials were carried out with the glider fully
laden, to test the possibilities of a passenger, freight,
military, or commercial "air train" service across the
Atlantic. The first major achievement was a triangular
flight from and back to Montreal, by way of Newfoundland
and Labrador. The last leg of this flight, 820 miles, set up
a record for a glider fully laden with freight, beating the
American record of 670 miles. Longer flights followed. On
one, southwards, from Canada, 1,177 statute miles were
covered non-stop at an average speed of 150 m.p.h. This
flight provided the data required for the Atlantic venture.
MEDIUM ARTILLERY WITH DUAL SERVICE
CARRIAGE
From The Engineer (London, Eng.) August 27, 1943
At the beginning of the war the Germans outclassed us
in medium artillery. Steps taken to redress this situation
were well under way when Dunkerque came. After that
event the British Army had to be almost completely re-
equipped with field artillery. Second place had to be
allotted to medium artillery for the time being. Then fol-
lowed the opening of the air attack on Britain, making even
more pressing demands for anti-aircraft weapons. Ultimate-
ly it was found possible to give further careful study and
to carry out exacting experiments, which resulted in the
production of the 4.5/5.5 medium gun carriage. The details
of these weapons can now be disclosed.
The first of the guns, the B.L. 4.5 in., has a high muzzle
velocity and at ranges up to 20,500 yards with a projectile
of 55 lb. it is highly effective, both as a lethal instrument
and against earthworks. Mobility being an essential factor,
the weight was kept down as low as possible consistent with
strength. It weighs 16,048 lb. for gun and carriage. The
comparable German weapon has now lost its prestige, for
its performance consists of the projection of a 35.5-lb. shell
at a range of 20,800 yards and its weight is only a fraction
less than that of the British weapon. The second piece, the
B.L. 5.5 in. gun, can throw a 100-lb. projectile to a maxi-
mum range of over 8 miles, exceeding its German counter-
part by nearly 1,500 yards.
Conservation of material had also to be carefully main-
tained, and presented another obstacle. Guns could be
destroyed in war with their carriages left intact, or vice
versa. Ordnance experts therefore set themselves to the task
of designing a carriage which would be equally available
for either the B.L. 4.5 in. or the B.L. 5.5 in. howitzer gun.
This was no easy problem, for a common factor had to be
arrived at between the actions of two pieces of ordnance.
The dual-service carriage, fully pneumatised, finally passed
its tests, and it then became possible to go ahead with its
production on the scale necessary to equip our Army and
our Allies with suitable medium artillery.
PLASTICS
New Material for Castings
By Dr. V. E. YORSLEY, f.i.c.
From Trade and Engineering (London, Eng.) August, 1943
No. 69 Grenade
Details have recently been published in America of the
plastic unit long known as "No. 69," a hand grenade used
for training in Canada and filled there to be shipped foi-
offensive operations. No. 69 is a concussion grenade, filled
with high explosive which is detonated by percussion when
it lands, and thus contrasts with the Mills grenade of the
last war, which was a fragmentation weapon made of cast
iron operating on a time principle.
The No. 69 grenade, together with the No. 247 fuse, is
moulded of medium impact cotton flock and woodflour
filled phenolic, and as is usual with all war materials, has
to conform to a rigorous specification. The material used
must be dimensionally and physically stable over a range
of temperature usually -40 deg. F. to + 170 deg. F. Not
only must the material be unaffected by the explosive
materials used in the grenades, but it must be totally inert
to the action of weather, water, and mud.
The grenade itself consists of four separate moulded
units, which are assembled with a phenolic impregnated
paper tube and cemented together. The fuse has three
moulded parts and five metal parts. As every plastic piece
of both the grenade and fuse has at least one thread, the
permitted tolerances are very close indeed, and rigid
inspection is carried out as a matter of routine on all raw
materials, and intermediate and finished mouldings. Sixteen
moulds in all are employed for the production of the plastic
parts in No. 69 and No. 247. It is stated that the weapon
is almost an exact duplicate of the piece designed and
produced in this country, the materials and the methods of
manufacture of the Canadian grenade being developed in
the Dominion.
THE ENGINEERING JOURNAL October, 1943
579
From Month to Month
REMUNERATION OF ENGINEERS IN
THE CIVIL SERVICE
Once again the Institute has made a try to assist those
engineers who for so long have had to subsist on the meagre
salaries afforded by the Civil Service. Following will be
found a letter addressed to the Minister of Finance, Mr.
Ilsley, in which the situation is reviewed, and the request
made that in the national interest something should be
done for these underpaid groups.
The Institute committee, consisting of N. B. MacRostie,
chairman, and deGaspé Beaubien, along with the general
secretary, called on Mr. Ilsley in September to present the
letter and to urge that further thought be given to some
means whereby the departments may attract to them young
and competent engineers.
One argument used against raising the income of this
engineering group is that it is contrary to the legislation.
The wage ceiling legislation provides that adjustments may
be made in the wages of groups which are abnormally low.
To any person familiar with the subject this group certainly
qualifies in the class for which adjustments are provided.
So far as can be discovered, the government has not yet
altered the basic scale of any group in its service since the
commencement of the war. However, this is not a sound
reason for refusing to do anything for the engineers. Other
expedients have been found for other groups. Why can't
one be found for this ? A substantial change in the basic
scale is what is required before the condition will be cor-
rected satisfactorily, but other means of meeting the situa-
tion temporarily could be devised if the authorities really
gave thought to it.
The government should lead in fair and wise treatment
of employees, not drag behind, but a great change will
have to be made as far as engineers are concerned before
that desirable condition can be realized.
Montreal, September 17th, 1943.
The Hon. J. L. Ilsley,
Minister of Finance,
Ottawa, Ont.
Dear Mr. Ilsley,
It has come as a shock and disappointment to members
of The Engineering Institute of Canada to find that the
Treasury Board has not seen fit to revise the scales of re-
muneration which are now being received by engineers in
the Civil Service, and which are being offered to prospec-
tive professional employees by the Service.
The committee which has been set up by the Council of
the Institute to present to the Coon committee the case
for the engineers was so well received by that committee
that Council felt encouraged to believe that some relief
would follow. In the light of this reception and the self-
evident justification of the appeal, it is difficult to under-
stand the Treasury Board's failure to bring about any
amelioration of the conditions.
The Council of the Institute has been encouraged by the
announcement that you would reconsider some of the points
upon which the Treasury Board made no recommendation.
Although the press announcement does not indicate which
points you are reconsidering, it is hoped and can be reason-
ably presumed that the case of the engineers is one of them.
It is upon this assumption that the Institute's committee
now approaches you.
It appears to be a reasonable statement that the business
of government is at least as important as that of private
enterprises. In the post-war period great burdens of ex-
penditure will continue to fall on both these employers. In
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
this modern world so much of the responsibility for the
economic spending of money falls on the engineer, that,
to-day, his is perhaps the scarcest of all services. There is
more competition for engineers than for any other group
of citizens, because to them belongs principally the task
of producing efficiency and avoiding waste.
Surely the government is interested in these two things
as much as is industry. How can the government depart-
ments compete with private enterprise when they offer
wage scales frequently less than half of what industry finds
necessary and justifiable ? How can the departments hold
their professional staffs when industry is searching for more
men ? How can they recruit badly needed assistance when
the basis of remuneration is so painfully inadequate ?
It is recognized that the government now has in its em-
ploy many senior engineers who accept the modest remu-
neration available to them. It is not fair to continue to use
their sense of loyalty and devotion, to the disadvantage
of themselves.
As citizens of Canada interested primarily in the welfare
of the country, this committee urges that you consider the
future of those departments which are so largely dependent
upon engineers. The post-war period will be serious for
government institutions. Nothing should be left undone
which will aid in producing during that period, as well as
for all time, efficiency, economy and good management.
This committee feels that these things are based largely
upon the work of the engineer.
In order that you may appreciate the non competitive
and inadequate scales of wages now available to engineers
in the Civil Service, we are attaching a copy of the brief
which was presented to the Coon committee by the Insti-
tute*. On the graph you can see at a glance that the gov-
ernment as an employer pays far below the other groups.
Does this seem to you to be fair or business-like ? Does this
seem to you to put the government in a position to meet
the future with confidence and enthusiasm ? It is significant
that by wages paid through Crown Companies, the gov-
ernment acknowledges the inadequacy of the Civil Service
scales for engineers.
A good staff cannot be built quickly; therefore, it is
essential that conditions of employment be made sufficiently
attractive now that departments of government may have
some chance of planning ahead in a practical manner to
meet exacting conditions which are bound to develop
shortly.
We respectfully urge that after you have had an oppor-
tunity to familiarize yourself with the conditions of which
we complain, you take the action necessary to overcome
them. We cannot over-emphasize the need of being ready
for the shock of post-war problems which are just as real
as the war itself.
The committee offers to you its services, as it did to the
Coon committee, if assistance or advice is desired in estab-
lishing suitable wages for this group.
Respectfully submitted on behalf of
The Engineering Institute of Canada
by the
Committee on the Engineer in the Civil Service,
N. B. MacRostie, m.e.i.c.
Chairman
*See The Engineering Journal, March 1943, p. 145-146
580
October, 1943 THE ENGINEERING JOURNAL
THE HISTORY OF THE REGISTRATION
MOVEMENT
The attention of members is called particularly to an
article on page 568 of this number of the Journal. This
article has been written with the idea of placing before all
members of the profession in Canada a rather complete
and exact history of the various steps which have been
taken in establishing the legislation and the responsible
bodies for the control of the practice of engineering in
Canada.
In recent years, short histories have been written that
have dealt primarily with the developments in a particular
province. All these have been very good, but the thought
has been expressed many times that it would be interesting
and perhaps helpful if the complete story was presented
in one article.
Actually this history was inspired by an address made
by Mr. S. G. Porter, past-president of the Institute, and
past-vice-president of the Association of Professional Engi-
neers of Alberta. The address was made before a joint
meeting in 1940 at the time of the signing of the co-operative
agreement between the Association and the Institute.
Mr. Porter's address was so interesting and so illuminat-
ing that he was asked if he would prepare it for printing
in The Engineering Journal. The present article was not
written by Mr. Porter, but is based on the manuscript
which he used in his address and follows carefully the refer-
ences which he supplied at that time. The article has been
submitted to Mr. Porter and he has approved it. Accordingly
it appears herein with his sanction. We believe that such an
article could not appear under better auspices.
Many engineers who will read this article have lived
through all or some of these developments. To the others
who read it it will be readily apparent that a considerable
debt is owed by the profession to the group which so stal-
wartly advanced the registration movement and establish
it on such firm foundations. Fortunately, many of them
are still with us, and therefore have the gratification of
knowing that their labours were not in vain.
This history is published largely as a tribute to these
people who have created it, not least of whom is the man
under whose aegis it appears.
WILLIAM LOREN RATT, HON. M.E.I.C.
For the first time the Council of the Institute has awarded
an honorary membership to an American engineer. It is a
happy circumstance that in thus widening its distribution
of honours it could select as the initial recipient such a
distinguished gentleman as William Loren Batt.
It was unfortunate that Mr. Batt could not be present
at the joint meeting, in Toronto, of the American Society
of Mechanical Engineers and the Institute to receive his
certificate from the hands of President K. M. Cameron.
Business of considerable importance required him to be in
England at that time, and he chose Mr. Robert M. Gates,
president-elect of the A.S.M.E., -as his representative to
receive the certificate.
In a field that is crowded with eminent personalities,
Mr. Batt has won great distinction. In his services to the
nation all engineers have reason to be proud. Not many
members of this profession have distinguished themselves
so honourably in this field. This attainment has been marked
conspicuously by the recent award of the Bok Medal and
the prize of $10,000 which was presented to him in 1943.
"The award is made annually to the citizen who, in the
opinion of the trustees of the award, performs or brings to
its culmination in one year 'a service calculated to advance
the best and larger interests of Philadelphia.' Mr. Batt's
work on behalf of the war effort was the basis on which
the award was made to him."
Besides his public services, Mr. Batt has been a leader
in all things that are good for the profession. He supports
professional societies; he interests himself in engineering
education ; he is at once a student and a teacher in industrial
management and industrial relations. In both these fields
he has broad conceptions of what can and should be done.
The following chronological biography is but a cold
account of a lifetime that has been crowded with achieve-
ments and success. It is doubtful if many members of our
profession have more completely met the requirements of
a profession as described by Dr. Vannevar Bush as "a
simple ministry to the people."
Born at Salem, Indiana.
1907 — Graduate, Mechanical Engineering, Purdue
University, Lafayette, Indiana.
1922 —President, S-K-F Industries Inc., Philadel-
phia, Pa.
1933 — Honorary Degree, Doctor of Engineering,
Purdue University.
1936 — President, American Society of Mechanical
Engineers.
1938 — Chairman of the Board, American Swedish
Historical Museum, Philadelphia, Pa.
Sept., 1938— President, International Committee of Scien-
tific Management.
Jan., 1940 — Chairman of the Board, American Manage-
ment Association.
Jan., 1940 — Chairman, Business Advisory Council for
Dept. of Commerce, Washington.
Jan., 1940 — Chairman, Engineering and Industrial Divn.
National Research Council.
Batt, Hon.M.E.I.C.
Member, National Defence Advisory Commn.
Raw Materials Divn. (later — Deputy Com-
missioner) .
Deputy Director, Production Divn., Office of
Production Management (O.P.M.).
Director, Materials Division — O.P.M.
— Member, President Roosevelt's Committee to
Russia.
— Head of Anglo-American Canadian Raw Ma-
terials Committee.
Member, Society of Automotive Engineers.
— Doctor of Engineering, Stevens Institute of
Technology.
— Received Bok Award "as being the citizen of
Philadelphia who had accomplished the most
for his city or country."
—Chairman, Combined Raw Materials Board —
United States and Great Britain.
Vice-Chairman, War Production Board, Wash.
Members of the Institute will welcome Mr. Batt to their
company. It is sincerely hoped that many may have the
privilege of knowing him, and of discovering for themselves
the excellent qualities which have made him outstanding
and which have prompted Council to include him in its
list of Honorary Members.
June,
1940-
Jan.,
1941
Later
Sept.,
1941
1941-
Jan.,
1942-
June,
1942-
Mar.,
1945
1943
At present
THE ENGINEERING JOURNAL October, 1943
581
A. G. L. McNAUGHTON, Hon.Mem.A.S.M.E.
At the joint meeting held in Toronto with The American
Society of Mechanical Engineers, early this month, an
exchange of honours took place at the dinner on Friday,
October 1st.
W. L. Batt, vice-chairman of the War Production Board
at Washington and president of SKF Industries, Inc.,
Philadelphia, was made an honorary member of the
Institute. The American Society of Mechanical Engineers,
on the same occasion, presented to Lieutenant-General
A. G. L. McNaughton an honorary membership certificate
which was received by Dr. C. J. Mackenzie.
The following citation was read by President H. V. Coes
of the A.S.M.E.:
General McNaughton, a graduate in electrical engineer-
ing from McGill University in 1910, and M.Sc. from the
same university, also holds honorary degrees from McGill,
Bishop's University, Queen's University and the Univer-
sity of Birmingham. He served throughout the first
World War, was wounded at Ypres and incapacitated for
six months, and again suffered wounds at Soissons. He
was three times mentioned in dispatches and was awarded
the D.S.O. and the C.M.G. He was promoted to Lieu-
tenant-Colonel in March, 1916.
On returning to Canada in 1919 he was appointed a
member of the committee for the reorganization of the
Canadian military forces. His promotion to the rank of
Major-General came simultaneously with his appoint-
ment to the highest military post in Canada, Chief of the
General Staff. He continuously stressed the rapidly
increasing importance of the engineer in modern warfare
and the necessity of a broad knowledge of engineering
and science in general.
In 1935 he became President of the National Research
Council and so directed its activities that he won the
support of industrial and scientific leaders throughout
the Dominion. He developed the cathode ray direction
finder, in co-operation with Colonel W. A. Steel. Science
and engineering, — signals, radio, aircraft, artillery and
mechanization — have been his chief interests.
At the outbreak of the war, he was recalled to active
duty. He was appointed General Officer Commanding,
First Division, Canadian Active Service Forces. In 1940,
he was chosen to command a new corps, including certain
British formations, as well as the First Canadian Division
and its ancillary units, and was promoted to Lieutenant-
General. On the formation of the Canadian Army
Overseas, he was made General Officer commanding the
new unit.
In recognition of General McNaughton's attainments
as a renowned scientist, engineering leader, and distin-
guished soldier, the American Society of Mechanical
Engineers has conferred honorary membership upon him.
The following letter from General McNaughton addressed
to Mr. Coes was read by Dr. Mackenzie in acknowledg-
ment of the honour:
Dear Mr. Coes:
September 8, 1943.
Your letter of 24th August, 1943, is very deeply appre-
ciated, and I can assure you that it is a very high privilege
indeed to have been elected an honorary member of The
American Society of Mechanical Engineers. It is an added
pleasure to learn that this great distinction is to be given
me at a joint meeting of the American Society and the
Canadian Institute in which I have been a member for
many years, and that my membership will be received by
my old friend Dean C. J. Mackenzie of the National
Research Council of Canada.
My recent visit to Sicily gave me the opportunity of
seeing something of the work of engineers of both United
States and Canada, and to examine the remarkable
projects of reconstruction which they are undertaking,
and particularly the effective application of power
equipments, the design of which, as well as the develop-
ment and manufacture have come from the North
American continent. These equipments are quickly
overcoming the very formidable obstacles placed in our
way by the enemy's considerable demolitions which were
impeding seriously the advance of the forces of the
Allies. Full credit must rest with members of The Amer-
ican Society of Mechanical Engineers for the development
of these machines and for the many excellent motorized,
mechanical and amphibious equipments which were
used there. A debt of gratitude is owed by all of us who
have the duty of employing this equipment in the Armed
Forces for the important contributions to the conduct
of the war which members of the American Society have
made already.
There is no doubt in our minds also that you will solve
one of our key problems which is the transfer of large
tonnage in landing operations across beaches. This will
be a matter of very real and vital importance when the
time comes for the attack on North- West Europe in the
final advance upon the Capital and beyond.
Again, let me express my deepest appreciation for the
great honour which has been done to me, and with best
wishes,
Very sincerely yours,
(Signed) A. G. L. McNaughton.
E.C.P.D. COMMITTEE ON PROFESSIONAL
TRAINING
On October 22nd and 23rd, the annual meeting of the
Engineers' Council for Professional Development will be
held in New York City. At this time reports are made from
all committees, and it is proposed to reprint the essence of
these reports in The Engineering Journal from time to time.
Herewith is an abridgement of the report of the Commit-
tee on Professional Training, upon which the Institute's
representative is Dean C. R. Young of Toronto.
The report of the Committee on Professional Training
for the year ending September 30th, 1942, ends with the
following conclusion:
The war has naturally prevented the normal amount
of time being given to the work of the Committee. Several
of the members have entered into Service. But on the
part of those remaining, there is the definite conviction
that helpful service may be rendered in the future by
such application as is possible towards the attainment of
our stated objectives, and thus all possible application
is being made. The writing of the Manual for Junior
Engineers will not be an easy task, but such assembling
of a proper statement for the guidance of the junior
engineer and his associate should be worth many times
the effort.
To the writing of the Manual for Junior Engineers and
the continuation of the projects helpful to the younger
engineer in his professional training, the coming year of
the Committee on Professional Training is dedicated.
The press of the war activities has been great, but even
with this, three meetings of the committee have been held,
together with the members of the Junior Committee, with
all possible in attendance.
The Manual for Junior Engineers, progressed last year
to a position where it was ready to be written, has received
our first attention. The obtaining of an author was the main
objective of the committee. A thorough search was made.
The best available were considered. The committee is the
most happy to report that Dr. W. E. Wickenden, fellow
engineer, educator of renown, counselor of men, has ac-
cepted the authorship of the Manual for Junior Engineers
and is now writing it.
To keep complete the General Reading List for Junior
Engineers, the Junior Committee have planned for evalua-
tion of old and new material by having junior groups actu-
582
October, 1943 THE ENGINEERING JOURNAL
ally read the various available books and report on same.
The Junior Committee have not been able to progress this
important activity to the extent desired, but with the re-
turn of opportunity this project will be advanced.
NEWS OF MEMBERS ON ACTIVE SERVICE
With so many interesting things happening to our mem-
bers in all parts of the world, it is desired to present to the
membership as much information of this kind as possible.
Some of the most interesting personals in the Journal are
those that tell of the activities of our men in uniform. There
must be a lot of this information in the hands of relatives
and friends that never reaches Headquarters.
When someone you know has arrived overseas, or has
moved to another part of the world, or has been promoted,
or decorated, or has participated in some important or
interesting activity, why not let the Journal know about
it ? All readers will be interested in learning these things,
and you in turn will read news of persons you know which
otherwise may not have come to your attention.
Relatives, particularly parents, are in the best position
to supply these pieces of news. Remember that lots of
people know these boys besides yourself and would be glad
to know something about their service experiences. There
is not much chance of aiding the enemy with such news.
By the time the letters and cables get to you they have
been pretty well scrutinized by one or more censors, and
you can be satisfied that they are not part of a secret and
confidential file.
The Journal would be glad to publish such items and the
readers will be glad to see them, but there is almost no
source of supply except through relatives and friends.
MONTREAL HIGH SCHOOL CENTENNIAL
Former pupils of the Montreal High School are being
traced by a large committee of prominent Old Boys, so
that they may join in a fitting celebration to be held Novem-
ber 26th, 1943. Plans are well advanced and include among
other things the compilation of a Book of Remembrance,
containing the names of all who have ever attended Mont-
real High School. This is to be installed in a Memorial Room
to be constructed after the war, in honour of Montreal
High boys who gave their lives for Canada in the last and
present wars. Scholarships are also to be set up in the names
of the fallen ones. The complete project will be presented
at a dinner to be held in Montreal on November 26th.
Throughout the week of November 21st to 27th, special
events will be held at the school and in Montreal on the occa-
sion of the 100th Anniversary of the founding of the School.
The school is anxious to obtain the present address of
all those who attended the School at any time, and it is
suggested that former pupils write to Thomas Sommerville,
M.A., Rector, High School of Montreal, 3449 University
Street, Montreal, Que.
LIST OF NOMINEES FOR OFFICERS
The report of the Nominating Committee, as accepted
by Council at the meeting held on September 11th, 1943,
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 1944 as Proposed
by the Nominating Committee
President deGaspé Beaubien. . . Montreal
Vice-Presidents :
*Zone "B" (Province of
Ontario) J. M. Fleming Port Arthur
*Zone "C" (Province of
Quebec) E. B. Wardle Grand'Mère
*Zone "D" (Maritime
Provinces) G. L. Dickson Moncton
Councillors:
t Victoria Branch A. G. S. Musgrave. . . . Victoria
\Calgary Branch James McMillan Calgary
\hethbridge Wm. Meldruro Lethbridge
^Winnipeg Branch H. L. Briggs Winnipeg
\Sault Ste. Marie Branch .... Carl Stenbol Sault Ste. Marie
^Toronto Branch W. S. Wilson Toronto
\Hamilton Branch Alex. Love Hamilton
\Niagara Peninsula Branch. A. W. F. McQueen. . .Niagara Falls
\Peterborough Branch H. R. Sills Peterborough
\Ottawa Branch G. H. Ferguson Ottawa
%Montreal Branch R. S. Eadie Montreal
P. E. Poitras Montreal
f Quebec Branch P. E. Gagnon Quebec
]Moncton Branch E. B. Martin Moncton
\Halifax Branch P. A. Lovett Halifax
\Cape Breton Branch J. A. Russell Sydney
*One vice-president to be elected for two years.
fOne councillor to be elected for two years.
JTwo councillors to be elected for .three years each.
WASHINGTON LETTER
One of Lord Tweedsmuir's favourite subjects of conver-
sational debate is said to have concerned the internal com-
bustion engine. Did it hold for the world more promise of
harm than good ? Typical of his out-reaching faith and
optimism, he held for good. Speaking of the aeroplane, he
says, in "Pilgrims Way," that man may use the machine
to carry him "beyond the pale of the Machine" and "thereby
pass out of a narrow world into an ampler ether." The de-
structive power of the aeroplane is all too obvious. However,
the bringing of all mankind within the range of a few short
hours' journey may eventually result in a growth of sym-
pathy and understanding which will far outweigh the poten-
tial danger.
This increase in sympathy and understanding is a con-
stantly intriguing field of speculation. Statesmen, soldiers,
scientists and businessmen may now be personally ac-
quainted with their associates and with working conditions
all over the world. They may know the man — his voice,
his smile, his idiosyncrasies, his associates; they may know
the strip of territory, the plant, the lab, the machine. No
one will ever know just how much the world owes to the fact
that Churchill and Roosevelt are such close personal friends.
The other day, I was talking to Judge Patterson, Under-
Secretary for War. We called upon him on his return from
a visit to Australia and the Southwest Pacific. Here is an
Under-Secretary of War who has seen conditions for him-
self. He could tell us in great detail the difficulties of jungle
fighting. He knew the Kakoda Road and could describe
the strategic terrain of Buna or Moresby. General Knudsen
and General Wright also made the trip with him. A few
short weeks ago we had seen General Wright and answered
his questions about Australia. This time he answered our
questions. He had come to know in a personal and intimate
way many Australians and much about Australian condi-
tions. Australian officials had become our mutual friends
and we quizzed each other regarding this or that person and
this or that town or place or scene.
* * *
There is a growing body of opinion which holds that food
is becoming the most important single strategic factor. Very
shortly food may be more important than guns and planes
and tanks. The movement of food may be more needed
than the movement of troops. Reserves of food may have
more strategic significance than reserves of man-power and
munitions. These factors will become increasingly obvious
as both occupied and enemy countries are liberated. As far
back as August, 1940, Mr. Churchill noted the strategic
significance of a large stockpile of food. The huge stocks
of surplus wheat which are now piling up as the result of
the International Wheat Agreement signed in April, 1942,
by the United States, the United Kingdom, Canada, Aus-
tralia and Argentina, are the backbone of this most im-
portant weapon. While Germany uses the threat and prac-
tice of starvation to hold conquered peoples in time, we
must be in the position to hold out the promise of plenty.
Perhaps the difference of the two worlds is here thrown
into focus.
In the endeavour to produce munitions in quantities which
would not be "too little and too late" (to hark back to an
old phrase), two of the mistakes now appear to have been
the too drastic cutting back of farm implement and tractor
THE ENGINEERING JOURNAL October, 1943
583
production and the lack of attention to farm man-power.
Both are being rectified. In Australia, farm equipment is
being looked on as an implement of war and production
and maintenance responsibility have actually been vested
in the Directorate of Ordnance Production under the Min-
istry of Munitions. Food processing and food canning pro-
jects take precedence over new munitions projects. Similar
measures are being adopted throughout the United Nations.
In regard to the extremely complicated problems of dis-
tribution and administration much preliminary work is be-
ing done. In Great Britain, experts of the Inter-Allied
Committee on Post-War Requirements (the Leith-Ross
Committee) have been studying the food requirements of
Europe and conferring with governments-in-exile. In the
United States, Governor Lehman's Office of Foreign Relief
and Rehabilitation moves forward in goodly company. It
is expected that the United Nations Food Conference held
at Hot Springs last May will be followed by further meet-
ings to deal with more specific and short term problems.
Apart from problems of production and distribution,
many other interesting aspects obtrude. One of these is
what might be called "the calories versus vitamin contro-
versy." There is one school of thought which maintains
that relief food should relieve not only hunger but also
malnourishment. Another school argues that the primary
task is to relieve hunger, leaving the question of malnour-
ishment as one for medical attention. Proponents of this
school maintain that food could be spread on a wider basis
and that such sporadic outbreaks of scurvy or pellagra as
might occur could be cured by medication and special diets,
rather than prevented by the distribution of an inadequate
diet to millions of people. Another interesting problem has
to do with the use of concentrated and dehydrated foods
which lend themselves particularly to the storage and
transportation problems involved.
* * *
In recent months, a film has been in the course of prepa-
ration depicting some of the supply problems in connection
with the Southwest Pacific. A number of sequences showing
some of our Washington activities were recently "shot" in
the movie studios of one of the American information
agencies. It was an extremely interesting experience to take
part in this venture. The studio itself was named the Wesley
Barry Studio and Wesley Barry himself was in attendance.
He told us that about 90 per cent of Hollywood technicians
and actors were in some way or other contributing to the
war effort. In spite of all one has heard, it is still very sur-
prising to experience the elaborate preparations and the
meticulous care which must be exercised in shooting the
simplest scene. After adjusting numerous banks of lights
and issuing minute instructions to all and sundry, the cry
of "Cameras, Lights, Sound — Roll 'em!" is followed by
the sharp click of the scene and take board and the action
is on — usually followed almost immediately by the director's
impatient "Cut!" — and the scene is gone through once again
until he is satisfied.
* * *
One of the items of outstanding interest in Washington
these days is the War Show which has been set up on
"The Mall" about the Washington monument in connec-
tion with the present War Loan Drive. No doubt is left
in the mind of the visitor as to the complications and the
expense of modern war. On the other hand, the show is a
great tribute to the ingenuity and organizing ability of
modern military authorities. One is particularly impressed
by the measures which have to be adopted to ensure the
mobility of modern armies. In this connection, Mr. Churchill
is said to have indulged in an amusing discussion at a recent
Washington luncheon. He opined that the infantry no longer
walked. Not only, said he, do our soldiers now ride to the
scene of battle in char-à-bancs but the very tanks them-
selves ride to war on tank transporters! •
E. R. Jacobsen, m.e.i.c.
MEETING OF COUNCIL
A regional meeting of the Council of the Institute was
held at the Hotel London, London, Ont., on Saturday,
September 11th, 1943, convening at two o'clock p.m.
Present: President K. M. Cameron (Ottawa) in the chair;
Past-President C. R. Young (Toronto) ; Vice-President L. F.
Grant (Kingston); Councillors H. E. Brandon (Toronto),
E. V. Gage (Montreal), R. E. Heartz (Montreal), N. Mac-
Nicol (Toronto), G. M. Pitts (Montreal), H. R. Sills (Peter-
borough), J. A. Vance (Woodstock), and General Secretary
L. Austin Wright.
There were also present by invitation — Past-President
0. 0. Lefebvre (Montreal) ; Past-Vice-Presidents de Gaspé
Beaubien (Montreal), E. V. Buchanan (London), R. L.
Dobbin (Peterborough), and E. P. Muntz (Montreal); Past-
Councillors C. G. R. Armstrong (Windsor), H. F. Bennett
(London), also chairman of the Committee on the Training
and Welfare of the Young Engineer, and W. C. Miller
(St. Thomas), chairman of the Committee on Post- War
Problems, and as immediate past-president representing the
Association of Professional Engineers of Ontario; M. B.
Watson (Toronto), secretary of the Dominion Council of
Professional Engineers; G. A. Gaherty (Montreal), chair-
man of the Committee on Western Water Problems; T. S.
Glover, chairman of the Hamilton Branch; G. E. Griffiths,
chairman of the Niagara Peninsula Branch; T. L. Mc-
Manamna, chairman, R. S. Charles, vice-chairman, R. W.
Garrett, past-chairman, H. G. Stead, secretary-treasurer,
V. A. McKillop, member of executive, Lieut. E. Blake Allan
and Colonel Ibbotson Leonard of the London Branch.
After welcoming the councillors and guests and expressing
his own personal pleasure in holding a regional meeting of
Council in the city of London, the president asked each
person present to rise, give his name, place of residence and
Institute affiliation.
Sir John Kennedy Medal — Mr. Brandon and Mr. Heartz
were appointed scrutineers to open the ballots for the Sir
John Kennedy Medal and the honorary membership. They
reported a favourable ballot awarding the Sir John Kennedy
Medal to Past-President Dr. Chalmers Jack Mackenzie,
acting President of the National Research Council of
Canada.
Honorary Membership for William L. Bait — The scrutin-
eers reported a unanimous ballot in favour of electing to
honorary membership in the Institute William L. Batt,
president of SKF Industries, Inc., at present vice-chairman
of the War Production Board at Washington, D.C., and a
past-president of The American Society of Mechanical
Engineers.
Mr. Batt was declared elected an Honorary Member of
the Institute and the general secretary was directed to
notify him by wire and request his formal acceptance of
this distinction, as required by the by-laws. (Note: 15-9-43,
Mr. Batt's acceptance has been received.)
The Engineer in the Civil Service — The general secretary-
reviewed briefly the activities of this committee since its
appointment by Council, the principal purpose of which
was to make representations regarding the engineer in the
Civil Service to the Coon Committee set up by the govern-
ment to examine the conditions of employment and wages
in the Civil Service as a whole.
A comprehensive report had been prepared and had been
presented to the Coon Committee by a delegation consisting
of members of the Institute's committee, and a representa-
tive of the Association of Professional Engineers of Ontario.
The delegation had been very well received, and the Coon
Committee had agreed that something should be done with
regard to the remuneration of. the engineer in the Civil
Service. In due course the Coon Committee had presented
its report to the Treasury Board, but when the Treasury
Board made its report to the government no mention was
made of conditions affecting the engineer.
584
October, 1943 THE ENGINEERING JOURNAL
Shortly after receiving the report, Mr. Ilsley had stated
that certain parts of the report would be re-considered, and
the Institute's committee had felt that further representa-
tions should be made directly to Mr. Ilsley. Accordingly,
a brief has been prepared and Mr. Ilsley has agreed to meet
the committee as soon as possible and it was expected that
a convenient date would be arranged next week.
The Engineer in the Active Services — On behalf of the com-
mittee the general secretary reported that the committee
was continuing its investigations, and expected to hold an-
other meeting in the near future when final arrangements
would be made regarding the presentation of a report to
government authorities.
The committee had had difficulty in preparing a final
report as no one was willing to be quoted as having made
complaints regarding the present set-up in the technical
branches of the services. However, the committee was defi-
nitely of the opinion that strong representations should be
made to the government regarding the status of the engineer
in the services and hoped to present a final report at the
next meeting of Council.
Committee on Post-War Problems — Mr. Miller, chairman
of the Committee on Post-War Problems, presented a
progress report.
As president of the Royal Architectural Institute of
Canada, Mr. Pitts presented to the Institute copy of a
booklet entitled "Planning the Canada of Tomorrow"which
had been prepared by the R.A.I.C. and circulated in con-
nection with a memorandum which had been submitted to
the government. Copies have already been sent to members
of the Institute's committee. Among other things it sug-
gested that the Minister of Finance be instructed to allow
certain firms to use a portion of their excess profits, free of
taxation, for the development of post-war plans. In Mr.
Pitts' opinion this was a suggestion which could very well
be supported by the Institute.
The president explained that at the time it was estab-
lished it was agreed that the Institute committee should
not prepare or announce any programme of its own but
that the subject should be studied carefully with the ex-
pectation that the committee would co-operate with other
government organizations such as the James Committee in
the preparation of their material and in carrying out their
proposals if such co-operation were required. The indications
are that the James Committee will make its final report
shortly and it is impossible to foretell what the future of
that committee will be, but in the absence of any clear
leadership from government bodies he thought the Insti-
tute's committee should now be empowered to proceed with
its own plans and proposals.
Following the president's recommendation it was moved
and unanimously agreed that the committee be authorized
to proceed along the lines outlined, (including a reference
to deductions from excess profits to assist in meeting the
expenses of post-war planning), to the end that a brief
might be prepared for presentation to the House of Com-
mons committee under the chairmanship of Mr. Turgeon.
It was suggested by Councillor Vance that Mr. Miller
might call a meeting of his committee in order to facilitate
the preparation of a plan and a brief. Mr. Miller suggested,
as an alternative, that he might be allowed to set up a
smaller group as an executive committee which might meet
for this purpose. This was approved, and the suggestion
was made that, if necessary, the expenses of a meeting of
such a group be met by the Institute, as well as the expenses
of a delegation presenting the brief to the House of Com-
mons Committee in Ottawa.
The report of the committee was adopted, which includes
the appointment of Mr. H. G. Welsford as a member of
the committee.
Committee on the Young Engineer — Mr. Bennett, chairman
of the Committee on the Training and Welfare of the Young
Engineer, presented a progress report in which he touched
on the following subjects:
Booklet — "The Profession of Engineering in Canada" —
There are only nine hundred copies of the English edition
on hand. A revision is being prepared for the Publication
and Finance committees with the object of printing a second
edition.
Literature for Senior Students — A booklet entitled
"Standards of Professional Relations and Conduct" by Dr.
D. W. Mead, past-president of the American Society of
Civil Engineers, had been distributed to the senior students
in all engineering faculties in Canada. These pamphlets
were presented to the Institute by the author. Expressions
of favourable reaction were received from many of the
universities.
Undergraduate Engineering Societies — The report recom-
mended that serious thought be given to establishing closer
relations between the Institute and the undergraduate
societies, recommending specifically the possibility of aiding
undergraduates by financial assistance, library donations,
scholarships, and visits from leading members of the
Institute.
Wartime Bureau of Technical Personnel — The Bureau had
requested the Institute, together with the Canadian Insti-
tute of Mining and Metallurgy and the Canadian Institute
of Chemistry, to assist in finding suitable candidates for
financial assistance necessary to acquire an engineering
training. The three institutes accepted the Bureau's proposal
and were prepared to take the necessary action right across
Canada. Some delay had been caused by possible changes
in the universities training programmes.
Engineers' Council for Professional Development — The
Committee on Student Selection and Guidance, in company
with the Society for the Promotion of Engineering Educa-
tion and the Carnegie Foundation, was undertaking an ex-
perimental project on measurement and guidance in engi-
neering education, involving the examination of four thou-
sand students. None of this work would be done in Canada
at the present time. This promises to be a very important
project and the Institute's committee will keep closely in
touch with it through the Institute's membership in the
Engineers' Council for Professional Development. The re-
port was discussed at some length and finally a motion to
accept the report and thank the committee for its excellent
work was approved.
Committee on Professional Interests — The president pointed
out that a very important and far-reaching proposal was
being made by the Committee on Professional Interests.
Copies of the proposal had been sent in advance to all
councillors and it was the business of this meeting to decide
whether or not to accept the committee's recommendations
as outlined on page four of the report.
Past-President Lefebvre, vice-chairman of the committee,
gave an account of events which had led up to this report.
He explained that the committee had studied the subject
for several months and was convinced that the procedures
recommended would go a long way towards advancing the
welfare of the profession right across Canada.
Mr. Gaherty, a member of the committee, supported
Dr. Lefebvre in his explanation and recommended strongly
that the proposals be approved.
In discussing the wording of the proposed new by-law
Mr. Pitts called attention to the bracketed section of clause
(a) and recommended that the last part of the sentence be
eliminated so that the section would read as follows :
(a) The admission and classification as members of
the Institute, in accordance with the foregoing by-laws,
of all applicants for membership in the Institute who are
members of the Society.
This was approved.
In Section 2 (a) of the recommendations it. was agreed
that the word "corporate" should be inserted before the
word "member" so that the phrase would read "who is also
a corporate member of the Institute."
THE ENGINEERING JOURNAL October, 1943
585
Mr. Sills suggested that branch organizations, where the
membership exceeded two hundred, might be divided into
sections with a councillor for each section, namely, electrical,
mining, civil and mechanical, etc. It was his thought that
such sections could co-operate with sister societies special-
izing in the same branch of engineering, thereby providing
a basis for complete co-operation wherever it was desirable.
In the discussion which followed the opinion of Council
was expressed as believing that such a breakdown might
result in a substantial increase in the numbers on Council
and in some confusion in branch management. Eventually
it was decided that no steps should be taken along this line
at the present time but that this proposal could be con-
sidered later if conditions warranted it.
After a further discussion of several details of the recom-
mendations it was moved and unanimously carried that
the entire recommendations of the committee be approved.
National Construction Council of Canada — The president
outlined a proposal of the National Construction Council
of Canada for the preparation of a post-war plan for the
construction industry. A copy of the complete report had
been sent to every councillor and the business of this meet-
ing was to determine whether or not the Institute would
endorse the programme as requested by the N.C.C. There
was a very long discussion on the subject, touching princi-
pally upon the possibility of the work duplicating work
done by other organizations, including government agencies,
but finally it was moved and approved unanimously that
the Institute endorse the programme and, within its limita-
tions, support the Council in carrying out the work.
Wartime Bureau of Technical Personnel — In accordance
with the instructions of Council a copy of the draft memo-
randum regarding the compulsory transfer of technical per-
sonnel, which the Wartime Bureau had suggested should
be sent to the Minister of Labour, had been submitted to
all councillors with a request for comment. Since the last
meeting of Council the general secretary had had conversa-
tions with several councillors and had received communi-
cations from other councillors which indicated that the
Council of the Institute would not support the Bureau in
submitting such a memorandum to the Minister of Labour.
Following some discussion, on the motion of Mr. Heartz,
seconded by Colonel Grant, it was unanimously resolved
that the draft memorandum, as submitted by the Wartime
Bureau of Technical Personnel, be not endorsed by the
Council of the Institute. It was the opinion of Council that
while conscription is a desirable regulation it should not be
made to apply to any one group and not to all.
Technical Books for the Library — On the motion of Mr.
Gage, seconded by Mr. Heartz, it was unanimously resolved
that the recommendation of the Finance Committee be
approved and that $200.00 be made available annually for
the purchase of new books for the library.
Admission of Polish Engineers — Attention was drawn to
the fact that there are in Canada, at the present time, a
large number of Polish engineers with whom the Institute
has been in close contact. They have been invited to branch
meetings and have been receiving complimentary copies of
The Engineering Journal until paper restrictions have made
it necessary to take their names off the mailing list. Many
of them would now like to join the Institute, but are unable
to submit documentary evidence of their educational quali-
fications. All these engineers came out under guarantees of
the Polish and British Government and it has been suggested
that the Institute might accept confirmation of their aca-
demic standing and professional experience from the Associ-
ation of Polish Engineers in Canada and the Wartime
Bureau of Technical Personnel.
Past-President Young stated that he had had a lot to do
with these engineers, and felt that the Institute could rely
very definitely on the word of the Polish Association.
Following some discussion, it was unanimously agreed
that the Institute would accept from the Association of
Polish Engineers in Canada confirmation of the educational
qualifications of any of their members who desire to join
the Institute.
Elections and Transfers — A number of applications were
considered and the following elections and transfers were
effected.
Bicknell, A. Bertram, B.A.Sc. (Univ. of Toronto), engineer-purchasing
agent, Canadian Gypsum Co. Ltd., Toronto, Ont.
Brereton, Charles Herbert, B.Se. (Univ. of Man.), radio engr., RCA
Victor Ltd., Winnipeg, Man.
Fee, Howard Russel, B.Sc. (Univ. of Alta.), system operating engr.,
Saguenay Transmission Co. Ltd., Arvida, Que.
Flett, Frank Parkin, B.Sc. (Univ. of N.B.), district mgr., Truscon
Steel Co. of Canada, Ltd., Toronto, Ont.
Graham, Walter Peter, lubricating engr., Imperial Oil Ltd., Moncton,
N.B.
MacKenzie, Ray Elliott (North Carolina State College), principal
engr., U.S. Army Engineers, San Francisco, Calif.
McLaughlin, Roland Rusk, M.A.Sc, Ph.D., (Univ. of Toronto),
Professor of Chemical Engrg., University of Toronto, Toronto, Ont.
McRoberts, Donald, engr. i/c shipyards, Department of Munitions
& Supply, Ottawa, Ont.
Sheets, William Elmer, B.Arch., M.Sc. (Univ. of Man.), designing
dftsmn., Hydraulic Dept., Hydro Electric Power Commission of
Ontario, Toronto, Ont.
Trudeau, Roger T., B.A.Sc, CF. (Ecole Polytechnique), divn. engr.,
Department of Roads, Prov. of Quebec, Papineauville, Que.
Wilson, Robert (Royal Tech. Coll.), telephone engr., Northern Elec-
tric Co. Ltd., Montreal, Que.
Juniors
MacLean, Donald Wilbur, B.Sc. (Forestry) (Univ. of N.B.), instr'-
man., Dept. of Transport, Air Services Branch, Waterville, N.S.
MeHenry, Gordon Morris, B.A.Sc. (Univ. of Toronto), asst. to switch-
gear engr., Canadian General Electric Co., Peterborough, Ont.
Affiliate
Hand, George William, B.A. (Acadia Univ.), asst. office mgr., Works
& Bldgs., (Naval), Ottawa, Ont.
Transferred from the class of Junior to that of Member
Haines, Neil St. Clair, B.A.Sc. (Univ. of Toronto), asst. engr..
Hydraulic Dept., Hydro Electric Power Commission of Ontario,
Toronto, Ont.
Hershfield, Charles, B.Sc. (Univ. of Man.), senior asst. engr., Depart-
ment of National Defence (Naval Service), Works & Bldg. Branch,
Ottawa, Ont.
MacNeil, Duncan Paul, B.Sc. (N.S. Tech. Coll.), asst. purchasing
agent, Aluminum Co. of Canada, Ltd., Arvida, Que.
Transferred from the class of Student to that of Junior
Girouard, Laurent Jean-Baptiste, B.A.Sc, CE. (Ecole Polytech-
nique), engr., Marine Industries, Ltd., Sorel, Que.
Tanner, William John, B.Eng. (McGill Univ.), engr., gas scrubbing
plant, Aluminum Co. of Canada, Ltd., Shawinigan Falls, Que.
Students admitted
Evans, Robert Edward (Univ. of N.B.), 839 Charlotte St., Frederic
ton, N.B.
Hershfield, Allan A. (Univ. of Toronto), 804 Manning Ave., Toronto,
Ont.
Guttormson, Baldur F., B.Sc. (Univ. of Man.), Sub-Lieut.
"E", R.C.N.V.R., H.M.C.S. Captor II, Saint John, N.B.
As councillor for the London Branch Mr. Vance ex-
pressed appreciation to Council for holding a meeting in
London, in reply to which Mr. Cameron stated that the
meeting was, in a measure, an expression of appreciation
of the consistent effort which Mr. Vance had made on
behalf of the Institute during his many years as councillor
for the London Branch, and of the work of Mr. Harry
Bennett.
On the motion of Mr. Sills, seconded by Mr. Brandon,
it was unanimously resolved that a sincere vote of thanks
be extended to the London Branch for the courtesies which
they have extended to visiting councillors and guests, and
to the City of London for the use of its excellent facilities
for the Council meeting.
Before the meeting adjourned, Mr. Beaubien expressed
to the meeting his appreciation of the honour which he
felt had been done him in submitting his name for the presi-
dency of the Institute for the year 1944.
586
October, 1943 THE ENGINEERING JOURNAL
THE 1943 JOINT MEETING OF THE AMERICAN SOCIETY OF MECHANICAL
ENGINEERS AND THE ENGINEERING INSTITUTE OF CANADA
The undoubted success of this three-day meeting, which
has just been held in Toronto, was largely due to the fore-
sight of the officers of the two societies, who planned a
programme devoted entirely to engineering questions vital
to the war effort of the United Nations. In contrast to the
usual practice, all available time was occupied by technical
papers, discussions, and conferences; social functions were
conspicuous by their absence. It is true that there were
three luncheons and a dinner, but even at these the speakers
dealt with such topics as weapon maintenance, war produc-
tion, and industrial relations — all of particular value at this
stage of the war.
In spite of the difficulties and inconveniences of present
day travel, more than eight hundred members and guests of
both societies registered in the foyer of the convention floor
of the Royal York. The American delegation was headed by
the president and president-elect of the Society, who were
supported by an impressive contingent of past-presidents,
vice-presidents and managers. The Institute was likewise
well represented by its officers. The smooth running of the
meeting was facilitated by the excellent arrangements
made by a local joint committee, consisting of the chairmen
of the Ontario Section A.S.M.E. and the Toronto Branch of
the Institute, together with prominent members of those
two local organizations.
Under present conditions, hotel operation is not an
enviable occupation. It seems now to have become a
struggle to provide sustenance and shelter for an endless
stream of travellers. Our compliments are certainly due to
the hotel for its success in coping with the difficult conditions
now existing, and giving such adequate service to our
large convention. Actually we have had few (if any) meet-
ings at which events ran more smoothly. Weather conditions
were ideal. The choice of Toronto as a meeting place was
amply justified; it was selected because of travelling
convenience, good hotel facilities, and accessibility to
members of the two organizations.
The original plans for the meeting, which were duly
carried out, called for six main sessions dealing with
engineering problems related to the production of war
material. It was arranged that as far as possible the time
available should be divided between speakers presenting
the Canadian and United States points of view and expe-
rience in regard to each topic.
Provision was also made for a series of conferences in
closed session, at which industrial experts exchanged ideas
regarding production methods in metal cutting, shell
forging, the use of modern steels in heavy industry, fuel
substitutes, plastics, synthetic rubber, and powder metal-
lurgy. Admission to these conferences was by invitation
card only.
As the various sessions were not held concurrently, there
were occasional welcome opportunities for greeting and
informal discussion outside the meeting rooms — a feature
always appreciated when old friends and new acquaintances
assemble from widely separated parts of the country.
Though but little time was available for these exchanges of
views and personal conversations, there is no doubt that
they did much to cement the cordial relations which have
so long existed between the Institute and the Society, and
which are typical of the industrial co-operation between the
two countries. This was evident throughout the meeting.
Many of the sessions were of marked interest because
they made it possible to compare the ways in which a given
technical problem is solved in the United States and in
Canada. Further, the proceedings helped all of us to realize:
First, the vastness of our combined war effort.
Second, the variety of the topics treated, and the author-
itative character of the addresses which were such that
every one could carry away something of value to him in his
war work.
Third, the interconnection of the war activities in the
United States and Canada, and the similarity of many of
the problems arising in the twro countries.
Finally, the importance of such a gathering as regards
pooling information and data, and the desire, evident on all
sides, to take full advantage of this mutual aid.
This is the second occasion on which members of The
American Society of Mechanical Engineers and The En-
gineering Institute of Canada have held joint deliberations,
and, as in 1936, the cordial relations between the two
organizations which have existed for so many years were
fully emphasized. It was gratifying also that the many
mechanical engineers in the Institute had such an excellent
opportunity to meet their American confrères.
Steam Power Development
After the necessary registration formalities had been
carried out on the morning of Thursday, September 30th, a
large audience assembled under the chairmanship of Pro-
fessor A. G. Christie, Past-President A.S.M.E., for a session
on Steam Power. The speaker was E. G. Bailey, vice-
president of the Babcock-Wilcox Co., New York. His
address was entitled "Steam Generation for Marine and
Stationary Service in the U.S., 1939-43." The chairman first
gave an outline of Mr. Bailey's well known achievements in
steam engineering, including the development of the steam-
meter, automatic boiler control and improvements in
furnace design. Mr. Bailey spoke of the changes in steam
generation equipment and methods brought about by the
war, involving such matters as the general adoption of
welding, advances in steam temperature control, the use of
higher steam temperatures and pressures, economies in the
use of steam, and problems in converting boilers from oil
burning to coal burning or vice versa.
Active discussion followed, in which, among other
speakers, G. N. Martin of the Dominion Bridge Com-
pany brought up the question of forced-circulation boilers,
and M. G. Saunders of the Aluminum Company of Canada
spoke of the many improvements which have been made to
existing plants, the use of low-grade fuels, and the difficul-
ties of maintaining automatic boiler control under widely
varying loads.
Weapon Maintenance in Battle
A past-president of the Institute, Dean C. R. Young, of
the University of Toronto, took the chair at the first lun-
cheon on Thursday. In welcoming the American delegation
to Canada, President K. M. Cameron of the Institute
expressed the pleasure felt by all Canadians in attending
such a joint convention. It was gratifying that the speaker
at the first luncheon of the meeting should be an officer of
Brigadier-General MacMorland discusses weapon maintenance
with Colonel George W. Beecroft of Ottawa and Dean G R.
Young of Toronto.
THE ENGINEERING JOURNAL October, 1943
587
Left: J. T. Bain of T.C.A.
calls for aircraft design which
will facilitate maintenance.
Below: Chairman C. P.
Edwards of Ottawa and
speaker Charles I. Stanton
of Washington.
the United States Army, who would discuss a subject of
vital importance in the mechanized warfare of to-day,
namely "Weapon Maintenance in Battle."
Brigadier-General E. E. MacMorland, Head of the
Maintenance Division, Ordnance Department, U.S. Army,
addressing an audience of more than 200, then described
the organization in that service which provides for the
maintenance of weapons of all kinds in the field. It was
pointed out that under present day conditions, any failure
to maintain such equipment may destroy the effectiveness
of the best troops.
The Future in Transportation
After luncheon many of the members left the hotel and
proceeded to the water front, where, by the courtesy of the
deHavilland Aircraft of Canada, Limited, a demonstration
flight of a Mosquito bomber was made over Toronto har-
bour. This event was greatly appreciated by the party, who
found the performance of the aircraft in diving, climbing,
manoeuvring and flying on one engine most impressive.
Transportation was the subject which received attention
in the afternoon. Lieut. -Commander C. P. Edwards, Deputy
Minister, Department of Transport, Ottawa, presided. The
first speaker was Lawford H. Fry, Director of Research, The
Locomotive Institute, New York, who remarked that
during the war no revolutionary changes have been made in
locomotive design, the aim being to conserve engineering
man-power. He believed that remarkable developments
would take place after the war, however, utilising gas-tur-
bines and other new types of power units. Mr. Fry was
followed by F. L. C. Bond, general manager, central region,
Canadian National Railways, Toronto, who described the
difficulties and achievements of Canadian railways thus far
in the war, and sketched a general view of post-war trans-
port conditions as he saw them.
Next came Charles I. Stanton, Administrator of Civil
Aeronautics, Department of Commerce, Washington. He
had kindly consented to take the place of Edward Warner,
Chairman of the U.S. Civil Aeronautics Board, who at the
last minute found it impossible to come to Toronto. Mr.
Stanton spoke on "Post-War Air Traffic" and the vexed
question of co-operation or competition. He gave an admir-
able review of the progress already made by air transport
and its suitability for traffic of various kinds. He believed
that after the war there would be at least half a million
aircraft in the United States.
J. T. Bain, Superintendent of Engineering and Mainte-
nance, Trans-Canada Airlines, Winnipeg, discussed the
probable effect of post-war conditions on aeroplane design,
although he admitted that any predictions regarding this
would be difficult. He thought preference would be given
to designs permitting of quick and easy replacements of
parts or even whole sections of standardised aircraft.
Ordnance and Aircraft Production
The evening session was devoted to Production Engineer-
ing. A. R. Stevenson, Jr., Assistant to the Vice-President,
General Electric Company, Schenectady, N.Y., was
chairman. L. E. Carr, Technical Director, British
Ministry of Supply Mission, Washington, said that if the
tank is to survive as a weapon of war its future will depend
on its ability to stand punishment — this being more
important than speed. His topic was "Comparison of
Riveting, Casting and Welding Tank Hulls." A large
audience listened with interest to his remarks on the effect
of various projectiles on tank hulls, the replacement of
riveting by welding in scout and reconnaissance cars and
light tanks, and the recent development in cast steel hulls
for the heavier tanks.
The use of plastic plywoods in aircraft construction was
outlined by R. D. Hiscocks of the Aeronautical Laboratory,
National Research Council, Ottawa.
Mr. R. B. Mclntyre of the deHavilland Aircraft of
Canada, Ltd., Toronto, spoke on the "Design Features of
the Mosquito Aeroplane," the aircraft which many of his
hearers had seen in flight during the noon recess.
Conservation of Materials
At Friday morning's session, J. G. Notman, of the
Dominion Engineering Company, Montreal, was in the
chair. The topic was the "Conservation of Materials."
The first speaker, C. B. Stenning, Canadian chairman of
the Joint War Production Committee, took "Stretching Our
Resources" for his text. He described and illustrated many
cases in mass production of machine parts where the use of
simpler processes and substitute materials had led to great
economies in labour and materials.
Howard Coonley, chairman of the conservation division
of the War Production Board, Washington, spoke on the
"Continuing Need for Conservation of Resources." He
urged that conservation of materials, not only by avoidance
of waste but also through modifications in design, substitute
materials, simplification and standardization of design,
should be carried on until every Axis nation is subdued.
Even then, he pointed out, there will remain the problem
of furnishing materials to feed, clothe and shelter nearly all
mankind. Actually these do not lie ready for our immediate
use.
Canada's War Production
At the luncheon on Friday the presiding officer was J. W.
Parker, Past-President A.S.M.E., of the Detroit - Edison
Company, and the speaker was H. J. Carmichael, Co-
ordinator of Production, Department of Munitions and
Supply, Ottawa. His subject was "Canada's War Pro-
duction."
Mr. Carmichael told an attentive audience that Canada
this year produced fifty per cent more machine guns and
small arms than last year, and intimated that Canada's
production of munitions is now approaching its peak. The
country has undergone a wartime industrial revolution — a
Description of the Mosquito plane was most interesting. The
naval officers are Captain (E) A. C. M. Davy, R.C.N., and
Engineer Rear-Admiral G. L. Stephens, C.B.E.
588
October, 1943 THE ENGINEERING JOURNAL
transformation that would have taken a quarter of a century
under normal conditions. The percentage distribution of the
war supplies produced by Canada is : to Canada 30 per cent ;
to the United Kingdom and other Empire countries 48 per
cent; and to the United States about 22 per cent. The total
value of contracts for war materials awarded by the Depart-
ment, said Mr. Carmichael, is now nearly nine billion
dollars; this exclusive of food and raw materials. One
million Canadians are engaged in the war programme;
twenty-five per cent of them are women.
Man-Power Utilization
The session on Friday afternoon dealt with "Man-Power
Utilization." The chairman was A. C. Streamer of the
Westinghouse Electric & Manufacturing Company,
Pittsburgh.
To begin with, A. L. Ainsworth, vice-president and gen-
eral manager of the John Inglis Company, Toronto, gave his
own company as an instance of the kind of expansion that
Canadian industry has undergone since the outbreak of war,
for it now employs 17,000 workers instead of 500. The
original Bren gun contract called for 12,000 guns to be
delivered over a period of five years. Their present capacity
is over 12,000 per month. Sixty per cent of the plant's
production machines are operated by women. Less than
four per cent of the employees are on military deferment.
He cited many cases where conservation measures had
saved direct labour, due to improvement in methods,
process changes, and dilution. He was of the opinion that in
every plant there should be an officer attending to sug-
gestions, new ideas, process changes, and other questions of
possible labour economy.
Mr. Ainsworth's address served as an excellent introduc-
tion to that of the next speaker, Lawrence A. Appley,
Deputy Director, War Man-Power Commission, Washing-
ton, who pointed out that man-power is still a thorny
problem in the United States and Canada, even though
both governments have worked actively at its solution.
He thought that the human element in production had not
been dealt with so skilfully as the material side. Like Mr.
Ainsworth, he felt that the true answer depended on the
relations between managers, foremen, supervisors and
workmen. In fact man-power utilization needed co-operation
among all of these, and on the part of management a real
interest in the treatment of the personnel.
In the United States, nine million men had been with-
drawn from industry for the armed forces. Labour turnover
and absenteeism in many plants had crippled their efforts.
How can these losses be replaced, asked the speaker. He
described a plan which had proved of great value in Buffalo,
and had revealed many of the reasons why men do not stay
in their jobs.
A large audience greatly appreciated these two thoughtful
addresses.
Exchange of Honours
Advantage was taken of the dinner on Friday evening to
perform two interesting ceremonies; the presentation of
certificates of honorary membership by The American
Left: H. J. Carmichael lauds
the engineers.
H'lH II 'IIMn f Miiiiii > i'II" »Bi II
/f; KtW*
Associate Deputy Minister W. S. Woods of Ottawa; William A.
Hanley of Indianapolis; and Professor J. C. Cameron of
Kingston.
Right: Lawrence A. Ap-
pley of Washington dis-
cusses man-power utili-
zation. The chairman is
A. G. Streamer, vice-
president of Westing-
house Electric & Mfg.
Co., Pittsburgh.
Society of Mechanical Engineers to Lieutenant General
A. G. L. McNaughton, General Officer Commanding,
Canadian Army Overseas; and by The Engineering Institute
of Canada to W. L. Batt, Past-President of the A.S.M.E.,
and vice-chairman War Production Board, Washington.
The former honour was accepted on behalf of General
McNaughton by C. J. Mackenzie, Acting President,
National Research Council, Ottawa; the latter in the un-
avoidable absence of Mr. Batt was received for him by
Robert M. Gates, president-elect of The American Society
of Mechanical Engineers.
Production Paces the War
Past-President Mackenzie officiated as toastmaster at the
dinner, and introduced the speaker of the evening, Charles
E. Wilson, formerly president of the General Electric Com-
pany, Schenectady, and now vice-chairman of the War
Production Board, Washington. His subject was "Produc-
tion Paces the War."
Sounding a note of warning, Mr. Wilson called on the
people of the United Nations to look at their maps before
letting optimism run away with them. These show that the
hardest and costliest part of the job lies ahead. No cheering
news from the battlefield can lighten the responsibility of
the engineers and technicians, he said, for the pace of the
war is set by production, and the pace of production de-
pends on ingenuity, resourcefulness, inventiveness and
unflagging competitive spirit.
Mr. Wilson observed that we had had world leadership
but had failed to exercise it, although our countries to-day
are measurably close to doing so. They are beginning to
find their own strength, and use their vast resources. The
pattern which is being set to-day in the unending struggle to
find new ways of making better things in greater quantity,
must be carried on after the war is won, in order to make
the peace secure.
In expressing the thanks of the appreciative audience to
Mr. Wilson for his outstanding address, J. B. Carswell,
Director General, Washington Office, Canadian Department
of Munitions and Supply, referred to the enormous task of
repairing the loss and destruction which the war will have
caused. Only if the needs of humanity can be met, can a
peace be built which will last.
Post- War Planning
The morning session of the third day of the meeting dealt
with "Post-War Planning." The chairman was William A.
Hanley, past-president A.S.M.E., of Indianapolis.
Ralph E. Flanders, past-president A.S.M.E., of Spring-
field, Vt., spoke on the application of engineering principles
to social problems, particularly those arising after the war.
He thought that in particular the relations to be established
between the United States, Britain and Russia would prove
to be the dominating features in post-war international
policies. The civilised world must develop its own ideology,
and aim at high standards of living.
THE ENGINEERING JOURNAL October, 1943
589
Above: President-elect R. M.
Gates of A.S.M.E. receives from
President Cameron the honor-
ary membership certificate in
the Institute on behalf of W. L.
Batt. On the right: V. H. Coes,
President A.S.M.E.
Below: Presidential - nominee de
Gaspé Beaubien of the Institute;
President-elect R. M. Gates of
A.S.M.E.; Lt.- Colonel F. S.
Milligan ; Past - President J. W.
Parker of A.S.M.E. and Past-Presi-
dent G. A. Walkem of the Institute.
Above: The guest speaker,
Charles E. Wilson of W.P.B.
The economic side of post-war reconstruction was
stressed by W. A. Mackintosh, Canadian chairman, Joint
Economic Committee (Canada-United States) who is also
vice-chairman of the Advisory Committee on Economic
Policy. Dr. Mackintosh pointed out that Canada is essen-
tially dependent for prosperity on her exports — chiefly to
the United Kingdom and the United States. The war has
given her even a larger dependence on the outside world,
hence wider markets are needed, not merely restricted
regions.
In the past, various efforts to remove trade restrictions
have failed, owing to the beggar-my-neighbour policies of
certain countries. To avoid this, special post-war monetary
measures would be needed, Dr. Mackintosh believed, in-
cluding a central fund or endowment for impoverished
countries, so that they can invest in, as well as buy from,
other regions. Contributions to this fund would have to be
carefully planned, not haphazard.
The third speaker was W. S. Woods, Associate Deputy
Minister of Pensions and National Health, Ottawa. His
subject was "Rehabilitation." Having just returned from
England, Mr. Woods said he had been able to talk with
many Canadians in the armed forces as to their hopes and
aims when the war ends. Nearly all would ask first for a
job and next for the opportunity to make a home. The
rehabilitation policy of the Canadian government is already
in operation along these lines. Its benefits are available to
all returning men, and the experience now being gained will
be applied when peace comes and its working has to be
expanded to meet greater needs.
Industrial Relations
At the luncheon on Saturday, the speaker was Professor
J. C. Cameron of the School of Commerce and Administra-
tion, Queen's University, Kingston. The chairman was
deGaspé Beaubien of Montreal, past vice-president E.I.C.
The speaker's subject was "Trends in Industrial Relations."
Professor Cameron was of the opinion that industrial
relations could be greatly improved if progressive employers
would combine to formulate and adopt a comprehensive
code, clearly outlining their own responsibilities to their
employees and also making clear the responsibilities of
employees to their employers, managers and supervisors.
He submitted a draft of such a code or charter, and felt
confident that the workers concerned would welcome and
adhere to an understanding of this kind, if obtained after
full discussion.
Quality Control
The concluding technical session on Saturday afternoon
took up the important subject of "Statistical Control of
Quality," and attracted a large audience. J. Manuele,
Director of Quality Control, Westinghouse Electric and
Mfg. Co., Pittsburgh, Pa., took the chair.
The first speaker was Professor A. I. Peterson of the
College of Engineering, New York University. He gave an
introductory explanation of the technique of statistical
analysis of inspection results, noting that it should be
applied first to those critical features in the product which
are economically important — the possible causes of trouble
in respect to these features must be considered and inspec-
tion procedure devised so as to detect them — then statisti-
cal analysis of the inspection results could begin. The
address was illustrated by many actual examples of suc-
cessful application of this modern method.
The inspection problems discussed by the next speaker,
H. H. Fairfield of the Department of Mines and Resources,
Ottawa, were of a somewhat different kind, for as a metal-
lurgist Mr. Fairfield dealt rather with inspection of such
items as quality, hardness, tensile strength, yield point and
chemical composition. His address followed the general
lines of his recent paper on the subject (which appeared in the
September issue of The Engineering Journal) and served as
an excellent supplement to the remarks of the previous
speaker. Both addresses should do much to dispel the
mystery which, in the minds of many, appears still to
surround the subject of statistical control.
This session was the concluding feature of a meeting
which required a conscientious member to devote three
whole days of steady application to the pursuit of know-
ledge and information. But it is doubtful whether the
Institute has participated in any meeting where there was
so rich a harvest of fact and theory to be reaped in so short
a time. Nor have there been many meetings where inter-
national contacts have been so pleasant and so timely.
Right to left: John E. Armstrong, Montreal; George A. Stetson
of New York; W. A. Mackintosh of Ottawa; Ralph E. Flanders,
Springfield, Vt.; and Professor A. I. Peterson, New York.
Speed the Victory
590
October, 1943 THE ENGINEERING JOURNAL
Personals
Relatives and friends of members in the active forces are in-
vited to inform the Institute of news items such as locations,
promotions, transfers, etc., which would be of interest to other
members of the Institute and which should be entered on the
member's personal record kept at Headquarters. These would
form the basis of personal items in the Journal.
Brigadier Christopher Vokes,M.E.i.c, of the Royal Cana-
dian Engineers, has been awarded the D.S.O. for his part
in the Sicilian campaign with the First Canadian Division.
Brigadier Yokes was educated at the Royal Military
College, Kingston, Ont., where he graduated in 1925 and
at McGill University, Montreal, where he secured his degree
of B.Sc. in civil engineering in 1927. He was then commis-
sioned in the Royal Canadian Engineers, Permanent Force.
He attended the School of Military engineering at Chatham,
England, from 1927 to 1929. In 1931 he was appointed dis-
trict engineer Officer, Military District No. 12 at Regina,
Sask. In 1934 he went to England to attend the Staff College
at Camberley where he graduated in 1935.
Upon his return to Canada he went to the Department
of National Defence Headquarters, Ottawa. He went over-
seas in December, 1939. Before his promotion as Brigadier,
in June 1942, he was G.S.O. 1 at a Canadian Divisional
Headquarters.
Major James Blair, m.e.i.c, of the Royal Canadian Engi-
neers was reported severely wounded in the Sicilian cam-
paign. Before going into active service, Major Blair was
plant engineer, Imperial Oil Refinery at Calgary, Alta. He
has been overseas since early in 1941.
Lieutenant William Kenneth Heron, s.e.i.c, of the
Royal Canadian Engineers has been awarded the Military
Cross for his participation in the Sicilian campaign with
the First Canadian Division. Before enlisting at the out-
break of war, Lieutenant Heron was employed with
Canadian Johns-Manville, Asbestos, Que.
Lieutenant J. A. Savory, r.c.n.v.r., m.e.i.c, has been
awarded the O.B.E. (Military Division) for his part in
salvaging the merchant vessel, Matthew Luckenbach, which
had been rammed. The vessel with its valuable cargo, was
sinking when H.M.C.S. Columbia of which Lieut. Savory
is chief engineer, went to the rescue. A boarding crew under
the local officer took over the damaged vessel after its
own crew had abandoned the ship. Working desperately
and keeping the pumps operating in a heavy gale and high
sea, they succeeded eventually in reaching a Canadian port.
Born in Hamilton, Ont., Lieut. Savory enlisted with the
R.C.N.V.R. after graduating from Queen's University with
the degree of B.Sc. in 1941. He was aboard the cruiser
Devonshire when her guns sank a German armed merchant
raider in November 1941.
McNeely DuBose, m.e.i.c, vice-president of the Aluminum
Company of Canada, Limited, has been placed in control
of all company operations in the Saguenay district with
headquarters at Arvida, Que. He is also president of
Saguenay Electric Company and vice-president of Alumi-
num Power Company, Limited, the Saguenay Transmission
Company, Limited, and the Alma and Jonquière Railway
Company. Mr. DuBose is a past vice-president of the
Institute.
M. W. Maxwell, m.e.i.c, former chief commissioner of
development and natural resources of the Canadian National
Railways has been appointed to head the development
branch in the reorganization which was recently made and
as a result of which the Department of Research and Devel-
opment was divided in two branches.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
Colonel H. R. Lynn, m.e.i.c, who was recalled from
command of an engineer unit overseas to take the position
of G.S.O. 1 Weapons at National Defence Headquarters,
Ottawa, early this year, has now been transferred to Wash-
ington as technical and military advisor to Sir William
Wiseman, British Petroleum Warfare Department repre-
sentative in the United States. Colonel Lynn is president
of Lynn-McLeod Engineering Limited and Steel Foundries,
Thetford Mines, Que.
Past-President G. A. Walkem, m.e.i.c, of Vancouver
has been appointed to succeed the late H. H. Vaughan of
Montreal, also a past president of the Institute, as chairman
of the Canadian Advisory Committee of the Institution of
Mechanical Engineers of Great Britain.
Air Vice-Marshal E. W. Stedman, m.e.i.c, director gen-
eral of air research for the R.C.A.F. has been appointed a
member of council of the Institution of Civil Engineers of
Great Britain for 1943-44.
He succeeds R. J. Durley, m.e.i.c, as Canadian repre-
sentative of the council of the Institution and by virtue
of his new office he becomes chairman of the council's ad-
visory committee in Canada. Air Vice-Marshal Stedman has
been an Associate Member of the Institution since 1914
and was elected to full membership in 1929.
Lieutenant-Colonel E. T. Renouf, m.e.i.c, of Montreal
has returned from overseas and is now on the advisory and
training staff of the Artillery Training Centre at Shilo, Man.
Colonel Renouf went overseas early in 1940 with the 2nd
Montreal Regiment, Royal Canadian Artillery.
E. J. Davies, m.e.i.c, has accepted the position of inspector
of vocational schools with the Department of Education
of the Province of Ontario and now resides at Toronto. Mr.
Davies has occupied during the past five years the position
of principal of the Technical and Commercial High School
at Port Arthur, Ont. He was vice-chairman of the Lakehead
Branch of the Institute, when he left Port Arthur.
R. J. Askin, m.e.i.c, is now manager of mills with the
Abitibi Power and Paper Company, at Toronto.
Alex. Love, m.e.i.c, formerly plant engineer of the Hamil-
ton Bridge Company Limited, Hamilton, has recently been
appointed mechanical engineer — Structural Division — of
the same company. On a recent business trip Mr. Love
suffered a heart attack which necessitated his admission to
the hospital in Port Hope. He is now back at his home in
Hamilton where he is recuperating. Mr. Love was chairman
of the Hamilton Branch in 1941.
Frank Nokes, m.e.i.c, of the Department of Electrical
Engineering at the University of Toronto has joined the
staff of the Hydro-Electric Power Commission Laboratories
at Toronto. He is a graduate in electrical engineering of the
University of Alberta in the class of 1937. He did post-
graduate work at Iowa State College in the United States
and secured his degree of M.S. and Ph.D. in electrical
engineering in 1938 and 1940 respectively.
George C. Clarke, m.e.i.c, who was vice-president and
treasurer of Fraser Brace Engineering Company Limited,
Montreal, has moved permanently to New York where he
now holds the position of 2nd vice-president and treasurer
of Fraser Brace Company, Inc., New York. Mr. Clarke
has been with the company since 1911 when he joined as a
director and chief engineer. Born at Pittsburgh, Pa., he
received his engineering education at Pennsylvania State
College.
THE ENGINEERING JOURNAL October, 1943
591
Thomas B. Patterson, m.e.i.c, has left the Canadian
Dredge and Drydock Company Limited, Toronto, to join
the Department of National Defence (Navy) at Ottawa,
as mechanical engineer.
H. G. Angell, m.e.i.c., has been appointed district engineer
with the Department of National Defence (Navy) in New-
foundland.
H. C. Brown, m.e.i.c, who was formerly with Union Bag
and Paper Corporation at Savannah, Ga., U.S.A., is now
located with Crossett Paper Mills, Crossett, Arkansas.
H. A. Wilson, m.e.i.c, has joined the Consolidated
Machine Tool Corporation at Rochester, N.Y.
D. W. Laird, m.e.i.c, has joined the Royal Canadian Engi-
neers and is at present stationed at the Training Centre,
Chilliwack, B.C. He was previously a designing engineer
with C. D. Howe & Company Limited, Port Arthur, Ont.
Y. R. Anderson, m.e.i.c, is now located in Montreal where
he has taken a position as ceramic engineer with the Canada
Firebrick Company Limited.
J. G. D'Aoust, m.e.i.c, has left the staff of Price Brothers
at Riverbend, Que., to return to British Columbia where
he has taken a position as mechanical engineer with Heaps
Engineering Company Limited at New Westminster. Before
coming east two years ago, Mr. D'Aoust was employed with
Powell River Company Limited at Powell River, B.C.
C. F. Davison, m.e.i.c, who for the past two years had
been resident engineer with Defence Industries Limited,
Bouchard Works, Ste-Thérèse, Que., has taken the position
of works manager with Sifto Salt Company Limited, at
Sarnia, Ont.
E. W. Dill, m.e.i.c, has recently taken the position of
power plant supervisor with St. Clair Processing Company
at Sarnia, Ont.
Lieutenant-Colonel J. H. Edgar, m.e.i.c, of the Ca-
nadian National Railways, Winnipeg, Man., has been in
command of the 10th District R.C.E., Reserve Army, for
several years.
P. W. Greene, m.e.i.c, has recently taken the position of
assistant district engineer, Department of National Defence
(Navy), in Newfoundland. Mr. Greene was previously em-
ployed on the staff of Dry Dock Engineers, New York, in
the capacity of designing engineer,
J. R. Hango, m.e.i.c, has been appointed assistant man-
ager of the power department, Aluminum Company of
Canada Limited, with headquarters at Montreal. He was
previously general superintendent of Saguenay Transmis-
sion Company at Arvida.
C. E. Nix, m.e.i.c, has taken a position as assistant engineer
with Coast Construction Company Limited at Edmonton,
Alta.
F. X. Granville, m.e.i.c, has gone, to Mackenzie British
Guiana, S.A., where he is employed with Demerara Bauxite
Company. He was previously employed with Defence Indus-
tries Limited at Nobel, Ont. Before coming to central
Canada, a few years ago, he was employed as an assistant
engineer with the Department of Public Works and High-
ways at Charlôttetown, P.E.I.
J. R. Rettie, m.e.i.c, has been transferred a few months
ago from Fraser Brace Limited, LaTuque, Que., to the
staff of United Shipyards Limited, at Montreal.
Major J. G. Spotton, m.e.i.c, has returned from overseas
and is at present attached to the Directorate of Artillery
at National Defence Headquarters, Ottawa.
L. B. Stewart, m.e.i.c, of Shawinigan Water & Power
Company has been transferred from Rapide Blanc, Que.,
to Shawinigan Falls where he is field engineer with the
power house engineering office.
W. B. Young, m.e.i.c, is now managing director of Pro-
ducts and Plastics Limited, Lynnmour, B.C. Mr. Young is
a past councillor of the Institute for Vancouver Branch.
G. Stephenson, m.e.i.c, who had been on loan for the
past fifteen months to Farand and Delorme, Ordnance Divi-
sion, Montreal, as plant superintendent has now returned
to his former employer the E. B. Eddy Company Limited,
Hull, Que., where he is mechanical superintendent.
G. S. Lace, m.e.i.c, has taken the position of assistant
chief of maintenance, B.W.I. Airways at Port of Spain,
Trinidad. He was previously chief inspector C. & C. Air-
craft and Company Limited at Winnipeg, Man.
A. W. Sinnamon, m.e.i.c, has left the Atlas Steels Limited
at Welland, Ont., to take the position of tool engineer with
Wolverine Industries at Hamilton, Ont.
James R. B. Milne, m.e.i.c, has taken the position of
production superintendent at the Longueuil plant of the
Dominion Engineering Works Limited. He was previously
Manager of the Northern Foundry and Machine Company
at Sault Ste-Marie, Ont,
Gordon D. Hulme, m.e.i.c, assistant manager of the
Department of Development, Shawinigan Water and Power
Company, Montreal, has been named Officer Commanding
of a new air cadet squadron being sponsored by the Young
Men section of the Montreal Board of Trade.
Richard Thorn, m.e.i.c, has joined the staff of the Barrett
Company in Montreal where he is training to take the
position of plant engineer.
P. L. Pouliot, jr.E.i.c, is now on the teaching staff of the
Ecole Polytechnique, Montreal. He was previously em-
ployed with the National Research Council at Ottawa.
W. E. Taylor. Jr.E.i.c, is now an electrical engineer with
St. Clair Processing Corporation, Sarnia, Ont.
J. O. Giles, jr.E.i.c, has returned from Peru where he
was employed with International Petroleum Company, at
Talara and is now on the staff of the Imperial Oil Limited,
at Sarnia, Ont,
George Baldry, Jr.E.i.c, has recently resigned his position
of director of the Bureau of Industrial Hygiene for the
Province of Manitoba and has engaged in private practice
at Winnipeg.
Yvon Nadeau, Jr.E.i.c, has left Fraser Brace Company
Limited and is now a junior engineer with Marine Industries
Limited, Sorel, Que. He graduated from the Ecole Poly-
technique in 1940.
J. Adolphe Martin, s.e.i.c, has been appointed engineer-
representative of Canadian Vickers Limited at the San
Diego plant of Consolidated Vultee Aircraft Company. He
has been employed as a liaison engineer in the aircraft de-
partment of Canadian Vickers, Montreal, since his gradua-
tion from the Ecole Polytechnique in 1942.
Lieutenant Wm. B. White, r.ce., s.e.i.c, is at present
located at Shilo, Man. He has been on active service for
the last two years.
Florian Leroux, s.e.i.c, has been granted a scholarship
by the provincial government of Quebec and he expects to
do post-graduate work in aeronautical engineering at The
Massachusetts Institute of Technology, Cambridge. Mr.
Leroux graduated from the Ecole Polytechnique last spring.
During his course, he was president of the Students
Council of the University of Montreal.
Henri Audet, s.e.i.c, a graduate of this year at Ecole
Polytechnique, Montreal, has been granted a scholarship by
the government of the province of Quebec to do post-
592
October, 1943 THE ENGINEERING JOURNAL
graduate work in electrical engineering at the Massachu-
setts Institute of Technology. Mr. Audet was president of
the Students' Association at the Ecole last year and he was
awarded the Engineering Institute prize.
Captain F. H. T. Webster, Affiliate E.l.c, has returned
from overseas at the beginning of the year and is at present
in the District Engineer's Office, M.D. No. 4, Montreal.
VISITORS TO HEADQUARTERS
J. L. Connolly, m.e.i.c, assistant plant "superintendent,
Demerara Bauxite Companv Limited, Mackenzie, George-
town, B.G., on August 30, 1943.
G. T. Gunn, m.e.i.c, James Stewart Associates Co. Inc.,
Port of Spain, Trinidad, on September 2, 1943.
Paul Vincent, m.e.i.c, chief technical section, Department
of Colonization, Quebec, on September 3, 1943.
Fit. Lieut. E. B. A. LeMaistre, r.a.f., s.e.i.c, London,
England, on September 4, 1943.
J. J. Freeland, m.e.i.c, engineer, Canadian International
Paper Company Limited, Temiskaming, Que., on Septem-
ber 13, 1943.
W. S. Black, m.e.i.c, assistant engineer, Buildings Con-
struction Department, Trinidad Leaseholds Limited, Pointe-
à-Pierre, Trinidad, on September 16, 1943.
J. H. Wilson, m.e.i.c, electrical superintendent, Quebec
North Shore Paper Company, Baie Comeau, Que., on
September 20, 1943.
J. M. Duncan, m.e.i.c, plant manager, Canadian Liquid
Air Company Limited, Hamilton, Ont., on September 23,
1934.
Colonel G. W. F. Johnston, m.e.i.c, Department of
National Defence, Ottawa, Ont., on September 27, 1943.
R. Donald McKay, m.e.i.c, sanitary engineer, Depart-
ment of Public Health, Halifax, N.S., on September 28,
1943.
A. L. C. Atkinson, r.cn.v.r., m.e.i.c, Naval Service
Headquarters, Ottawa, Ont., on September 29, 1943.
H. F. Bennett, m.e.i.c, district engineer, Department of
Public Works, London, Ont!, on September 30, 1943.
Leslie Charles Turner, r.cn.v.r., s.e.i.c, from Halifax
en route to Saskatoon, on October 1st, 1943.
J. T. Thwaite, m.e.i.c, engineer on switching equipment,
Canadian Westinghouse Company Limited, Hamilton,
Ont., on October 4, 1943.
W. O. Scott, m.e.i.c, plant superintendent, Dominion
Bridge Company Limited, Vancouver, B.C., on October 7,
1943.
J. L. Shearer, m.e.i.c, city assessor, City of Ottawa, Ont.,
on October 7, 1943.
COMING MEETINGS
Canadian Chamber of Commerce — Annual Meeting,
October 27-29, 1943, Seignory Club, Que., D. L. Morrell,
Secretary, Board of Trade Building, Montreal.
American Society of Mechanical Engineers — Annual
Meeting, November 29-December 3, 1943, Hotel Pennsyl-
vania, New York. C. E. Davies, Secretary, 29 W., 39th
Street, New York.
The Engineering Institute of Canada — Fifty-eighth
Annual Meeting, February 10-11, 1944, Château Fron-
tenac, Quebec. L. Austin Wright, General Secretaiy, 2050
Mansfield Street, Montreal.
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
George Andrew Colhoun, m.e.i.c, died on August 30th,
1943, at St. Joseph's Hospital, Hamilton, Ont., after an
illness of a few weeks. He was born at Sparta, County of
Elgin, Ontario, on December 23rd, 1881. He received his
primary education in the rural schools of Lambton County,
Watford High School, and the Forest Model School. He
taught public school for three years before he entered the
School of Practical Science at Toronto University where he
graduated in 1906. Upon graduation he joined the staff of
the Hamilton Bridge Company, at Hamilton, as a draughts-
man and he gradually rose to the position of designing en-
gineer which he still held at the time of his death. In this
capacity he was associated with the design of several of the
Welland Ship Canal bridges, many of the buildings for the
large industries in Hamilton as well as several railway
bridges, both fixed and movable, throughout the country.
Mr. Colhoun joined the Institute as an Associate Member
in 1919, and he transferred to Member in 1934.
Jean Flahault, jr. E.i.c, died at the Royal Victoria Hos-
pital, Montreal, on September 23rd, 1943, after a short
illness. Born at Montreal on August 23rd, 1914, he was
educated at the Collège Ste-Marie, Montreal, and at the
Ecole Polytechnique where he obtained his degree of B.A.Sc.
in 1938. He did post-graduate work at the Carnegie Institute
of Technology, Pittsburgh, Pa., where he obtained a degree
of B.Sc. in metallurgical engineering in 1940.
Jean Flahault, Jr.E.I.C.
Early in 1940 he went overseas to join the French Army.
He fought in the battle of France in the spring of that year
and was taken prisoner by the Germans. Later he managed
to escape and after a hazardous trip throughout occupied
and unoccupied France and Northern Africa he finally suc-
ceeded in returning to Canada in 1941. He then returned to
the Aluminum Company of Canada, at Arvida, where he had
been employed previously during his summer vacations. At
the time of his death he was a pot-room supervisor at Arvida.
During his course at the Ecole Polytechnique he was
active in the Junior Section of the Montreal Branch of the
Institute and at one time was a member of the executive.
Early in 1942 he had delivered an address before the Junior
Section relating his experiences as a prisoner of war. He
had been married a few months ago to Miss Judyn West,
from Pittsburgh, Pa.
Mr. Flahault joined the Institute as a Student in 1936
and transferred to Junior in 1942.
The following tribute to Mr. Flahault's memory was paid by
H. A. Estabrook, on September 80th, at a meeting in Arvida
of the newly established J unior Section of the Saguenay Branch.
He said {in part) —
THE ENGINEERING JOURNAL October, 1943
593
There is a vacant chair at this table to-night — one of
our friends has departed. His place in this important war
plant and in the social life of Arvida will be hard to fill.
He took a prominent part in all of our various organiza-
tions. This section of the Institute will be the poorer for
his loss. Few had so wide a field of interest as he. To few
has it been granted in so great a measure to be the life
of the party. Wherever he went there was merriment,
humour and fellowship.
To have known Jean Flahault was a privilege.
His death is a cause of deep sorrow to me personally.
Our work in Arvida has run a parallel course and our
friendship was never marred by the slightest discord. It is
with deep emotion that I pay this small tribute to
Jean Flahault's memory.
Gentlemen, sportsman, soldier, engineer, Flahault will
long be remembered.
To his widow, his parents, his brothers and sisters, on
behalf of this Junior Section of the Saguenay Branch of
the Institute, I send our deepest sympathy, which mere
words are all too inadequate to express.
Emil Kugel, m.e.i.c, died on May 19th, 1943, at Montreal,
after a long illness. He was born at Trenczin-City, Province
of Slovakia, Czecho-Slovakian Republic, on June 12th, 1888,
and received his education at the University of Vienna
where he graduated as a civil engineer in 1913. After gradu-
ation he was engaged for a few years in building and bridge
construction work in Vienna. In 1920 he established himself
in private practice, as a professional engineer and registered
architect in the city of Olmuetz, Czecho-Slovakia, and for
the next few years was engaged in the design and construc-
tion of buildings and bridges in steel and reinforced concrete.
In 1928 he came to Canada and joined the staff of Hark-
ness, Loudon & Hertzberg, architects and structural engi-
neers in Toronto as a designing engineer. In this capacity
he was intimately connected with the design of the Canadian
Bank of Commerce building. The following year he came
to Montreal and became engineer in charge with Concrete
Construction Limited. In 1932 he established himself as a
contracting engineer in Montreal and as such was engaged
in industrial and residential construction until his death.
Mr. Kugel joined the Institute as an Associate Member
in 1929 and he became a Member in 1940.
Daniel Todd Main, m.e.i.c, died at his home in Montreal,
on September 9th, 1943. Born at Kirkintilloch, Scotland,
on June 18th, 1882, he was educated at King William's Col-
lege, Isle of Man, and at Glasgow Technical College. After
serving an apprenticeship in Scotland he came to Canada
in 1903 as a draughtsman with McKenzie, Mann & Com-
pany, in Winnipeg. In 1904 he joined the Canadian Pacific
Railway Company at Winnipeg and in the following years
he occupied several mechanical posts on the railway's western
lines and in Montreal until he was appointed superintendent
of motive power at Montreal, in 1915. The following year
he was transferred to Winnipeg as works manager and re-
mained in this position until he left the company in 1920.
During the next two years he was located at Watervliet,
N.Y., as vice-president of the Bird Archer Company of
New York. In 1922 he returned to Canada as works in-
spector and sales engineer in charge of the engineering sales
department of the National Steel Car Corporation Ltd. at
Hamilton, Ont., in 1923 he was appointed Montreal man-
ager of the corporation. He resigned this position in 1932
to become vice-president and secretary-treasurer of Adanac
Supplies, Ltd., and vice-president of Canadian Waugh
Equipment Co. Ltd., a position which he still occupied at
the time of his death.
Mr. Main joined the Institute as a Member in 1917.
John B. Nicholson, m.e.i.c, president of the Nicholson
Company, engineers and contractors of New York, died at
his home in Scarsdale, N.Y., on August 8th, 1942. Born at
Hamilton, Ont., on December 5th, 1890, he was educated
at the Hamilton Collegiate Institute and at the University
of Toronto where he graduated in 1914. Upon graduation
he had founded the firm bearing his name and during the
John B. Nicholson, M.E.I.C.
past 28 years he had specialized in concrete storage con-
struction and industrial plants.
Mr. Nicholson joined the Institute as a Junior in 1914
and was transferred to Associate Member in 1917. In 1937
he transferred to Member.
Brete Cassius Nowlan, m.e.i.c, sales manager of the
Telephone Department of Northern Electric Company,
Montreal, died at his home on September 17th, 1943. He
was born at Reasnor, in the State of Iowa, U.S.A., on
May 28th, 1878. He received his engineering education at
the Iowa State College where he graduated in electrical
engineering in 1900. He began his telephone career upon
B. C. Nowlan, M.E.I.C.
graduation and was engaged in the erection of small elec-
trical plant units and the erection and sale of telephone
plants until 1902 when he joined the Western Electric
Company in the United States. From then on he was en-
gaged in the construction of telephone central offices as
superintendent until 1911 when he came to Canada in the
Telephone Sales Department of the Northern Electric
Company. He later became manager of the department.
Mr. Nowlan became a Telephone Pioneer of America in
1928, and in 1934 was elected vice-chairman of the Northern
Electric council and chairman for the 1935-36 term, and
at the time of his death he was vice-president of the Tele-
phone Pioneers of America.
Mr. Nowlan joined the Institute as an Associate Member
in 1921 and he became a Member in 1940.
594
October, 1943 THE ENGINEERING JOURNAL
News of the Branches.
BORDER CITIES BRANCH
Activities of the Twenty -five Branches of the
Institute and abstracts of papers presented
W. R. Stickney, m.e.i.c. - - Secretary-Treasurer
President K. M. Cameron and General Secretary Dr. L.
Austin Wright visited the Border Cities Branch on Sep-
tember 10th. Accompanying the party were J. A. Vance of
Woodstock, councillor of the Institute for the London
branch, and H. F. Bennett of London, past councillor of
the Institute and chairman of the Committee on the
Training and Welfare of the Young Engineer.
A dinner meeting was held at the Prince Edward Hotel
with the ladies, after which a general meeting of the branch
was convened.
Introduced by C. M. Goodrich, the president described
the tremendous task which faces Canada in post-war
reconstruction. Citing figures showing the number of persons
in active service or employed in war industry, he showed
that the end of the war would bring an immediate necessity
of finding occupations for 1,758,000 persons directly en-
gaged in the war. Among the steps already taken to alleviate
unemployment after the war was the compulsory re-em-
ployment by employers of men who had enlisted. Another
move is the requirement that each member of the armed
forces is required to fill out an occupation history form.
Unemployment insurance was another benefit. Vocational
training is made available to all upon their discharge.
Farmers are given aid until they are re-established. Young
men who gave up university courses will be maintained at
the expense of the government while they complete their
courses. Preference is given returned men in work on
government contracts and in government departments.
The Veterans' Land Settlement Act has been completely
revised. A welfare division is associated with local com-
mittees to assist members of the armed forces.
"There has been a great deal of advertising of the revolu-
tion which is going to take place after the war in science, in
engineering, in housing and in other fields, but it is my
opinion there will be no revolutionizing of the methods and
practice of science and engineering," Mr. Cameron said.
"The planning of construction works should not be put
aside until after the war with the idea that any plans made
now would be outmoded as soon as completed. Such talk
only deters people from making plans."
Mr. Cameron pointed out that a works programme can
only aid in decreasing unemployment but no such pro-
gramme could be large enough to cure unemployment
entirely.
"If we are going to have any sort of construction pro-
gramme after the war we must get the physical planning
done now since it demands early arranging of technical,
legal and financial details," he said.
Two requirements are employment for those who can
work and social security for those who cannot.
THE PRESIDENT VISITS BORDER CITIES BRANCH
Front rote: W. A. Hare, T. H. Jenkins, G. V.
Davies, J. Alton, A. H. MacQuarrie, G. P. Griffin.
Above: President Cameron speaks on post-war reconstruction. At left:
J. B. Dowler, vice-chairman of the branch.
Left, front rote: President K. M. Cameron, Councillor G. E. Medlar.
Bach row: A. H. Pask, J. B. Dowler, A. H. MacQuarrie, Councillor J. A.
Vance and H. F. Bennett.
THE ENGINEERING JOURNAL October, 1943
595
Public works must be productive in nature, he contended,
foreseeing also a substantial demand for machines to pro-
duce consumer goods.
Mr. Cameron said that following compulsory savings
there may be a need for further control of that spending
power after the war and that he believed a committee is
studying such control.
After the president's address, John Dowler, vice-chairman
of the branch who presided at the dinner in the absence of
the chairman, introduced Dr. L. Austin Wright, general
secretary of the Institute. Dr. Wright outlined some of the
special wartime problems facing the Institute. He said
special committees had been set up and efforts were being
made to obtain better status for engineers in the armed
services.
MONTREAL BRANCH
L. DuCHASTEL, M.E.I.C.
H. H. Schwartz, s.e.i.c.
Secretary- Treasurer
Branch News Editor
On Thursday, September 30th, Mr. H. F. Bennett
addressed the first meeting of the season of the Montreal
Branch of the Institute on The Engineer of Tomorrow.
He stated that the engineer should maintain his precedence
in industry. The engineer must realize that leadership has
associated with it responsibility, and therefore he must be
prepared to play a greater role in the life of the community.
From this point of view, the personality of the engineer is
of as great, if not greater, importance as his technical
training.
To-day, the economic position of the engineer is not as
secure as it should be, due to the uncertainty of post-war
industrial trends. This makes the task of guiding the
embryo engineer in the choice of a suitable profession a
difficult one. Mr. Bennett, as chairman of the Institute
Committee on the Training and Welfare of the Young
Engineer, discussed the work he and his committee are
doing in this connection.
In the discussion period that followed, Mr. Jacques
Benoit, chairman of the Student Guidance Committee of
the local branch, mentioned that his committee was active.
Pamphlets in both English and French, published by the
Institute committee, had been distributed and principals of
high schools had been interviewed on the prospects for
students in engineering.
Refreshments were served at the close of the meeting.
SAGUENAY BRANCH
Alex. T. Cairncross, m.e.i.c.
J. R. MaDILL, Jr.E.I.C.
- Secretary-Treasurer
Branch Neivs Editor
The annual meeting of the Saguenay Branch was held
on July 29th at the Arvida Protestant School immediately
following an open meeting at which Dr. Haennie, director
of Aluminum Laboratories, Kingston, spoke.
The meeting was brief and the retiring Chairman R. H.
Rimmer announced the name of the 1943-44 executive, as
listed on page 547.
The chairman elect was not present at the meeting and
the position of secretary-treasurer was not filled at that
time.
Since the meeting Mr. Miller has appointed J. R. Madill,
jr.E.i.c, to act as Branch Editor and Papers Secretary and
has asked Alex. T. Cairncross, m.e.i.c, to handle all the
other Branch business. If this latter arrangement is satis-
factory it will be carried out for the year 1943-44.
News of Other Societies
ROBERT M. GATES OF NEW YORK NAMED HEAD
OF AMERICAN SOCIETY OF MECHANICAL
ENGINEERS
Robert M. Gates, president of the Air Preheater Cor-
poration, New York, and authority on steam generation and
industrial management, has been elected president of the
American Society of Mechanical Engineers. He succeeds
Harold V. Coes of New York.
Four vice-presidents and four managers also were elected,
representing the entire slate presented by the National
Nominating Committee at a semi-annual meeting of the
Society in Los Angeles in June.
Vice-presidents elected are: David W. R. Morgan, Man-
ager, Condenser Pump and Blower Division, Westinghouse
Electric and Manufacturing Company, Essington, Pa.;
Jonathan A. Noyes, District Manager, Sullivan Machinery
Co., Dallas, Texas; Ford L. Wilkinson, Jr., Dean of En-
gineering, Speed Scientific School, University of Louisville,
Louisville, Ky.; and Rudolph F. Gagg, Assistant to the
General Manager, Wright Aeronautical Corporation, Pater-
son, New Jersey.
Managers elected to serve on the Council, governing body
of the ASME, are: James M. Robert, Dean, College of
Engineering, Tulane University, New Orleans, La. ; Samuel
H. Graf, Professor and Head of Mechanical Engineering,
Oregon State College, Corvallis, Ore.; and Alton C. Chick,
Assistant Vice-President, Manufacturers Mutual Fire
Insurance Co., Providence, R.I.
The newly elected president, Robert M. Gates, is a Fellow
of the ASME, president and director of the Air Preheater
Corporation, formerly vice-president of The Superheater
Company and its affiliate, Combustion Engineering Com-
pany, Inc., all of New York, N.Y. He received the degree of
Items of interest regarding activities of
other engineering societies or associations
bachelor of science in mechanical engineering in 1907 from
Purdue University.
From 1907 to 1909 Mr. Gates was associated with the
Browning Company of Cleveland, Ohio, after which he
practiced as consulting engineer until 1912 when he became
associated with the Thew Shovel Company of Lorain, Ohio.
In 1918 he became Eastern manager for the Lakewood
Engineering Company of Cleveland, Ohio, and located in
Philadelphia, Pa. In 1922 he became associated with The
Superheater Company.
Mr. Gates has participated in the design and construction
connected with the builders of fuel-burning and steam-
generating equipment, including all types of boilers, stokers,
pulverized-coal equipment, economizers, air preheaters,
and superheaters for stationary, railway, and marine service
as well as a wide variety of heavy equipment for the process
industries. Outstanding among their installations are the
world's largest high-pressure boilers each producing over a
million pounds of steam per hour.
WAR PRODUCTION CLINICS PLANNED BY A.S.M.E.
Plans are being made by the American Society of Mech-
anical Engineers for war production clinics to be held in
about 50 industrial centers in the United States to aid the
war effort.
The Society, at the request of the War Production Board,
initiated and sponsored the first clinic at Dayton, Ohio, last
spring and subsequently entered into a contract with the
War Production Board to conduct a series of similar clinics.
These clinics are organized around a panel of competent
speakers and their object is the solving of industrial pro-
596
October, 1943 THE ENGINEERING JOURNAL
duction problems, the exchange of ideas on production
methods, and means of increasing production.
Paul T. Onderdonk, of New York, has been assigned by
the War Production Board to organize the clinics and assist
local groups in holding them.
The following cities are being considered for holding such
clinics for the first time: Akron, Ohio, Baltimore, Md.,
Columbus, Ohio, Denver, Colo., Detroit, Mich., Fort
Wayne, Ind., Grand Rapids, Mich., Knoxville, Tenn.,
Memphis, Tenn., Milwaukee, Wis., Minneapolis, Minn.,
Pittsburgh, Pa., Portland, Ore., Rockford, 111., San Fran-
cisco, Calif., Spokane, Wash., Springfield, Mass., Spring-
field, Vt., St. Louis, Mo., Toledo, Ohio, Waterbury, Conn.,
Worcester, Mass.
Clinics will be repeated in many of the following cities
where they already have been held:
Atlanta, Ga., Birmingham, Ala., Boston, Mass., Bridge-
port, Conn., Buffalo, N.Y., Chattanooga, Tenn., Chicago,
111., Cincinnati, Ohio, Cleveland, Ohio, Dallas, Texas,
Davenport, Iowa, Dayton, Ohio, Hartford, Conn., Indiana-
polis, Ind., Kansas City, Mo., Kingsport, Tenn., Los
Angeles, Calif., Louisville, Ky., Newark, N.J., New Haven,
Conn., New Orleans, La., New York, N.Y., Peoria, 111.,
Philadelphia, Pa., Providence, R.I., Rochester, N.Y.,
Schenectady, N.Y., Seattle, Wash.
The War Production Board, its regional offices, the armed
services, industry, and the several technical societies are
co-operating in the clinics.
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Treatment of Experimental Data:
Archie G. Worthing and Joseph Geffner.
N.Y., John Wiley and Sons, Inc., 1943.
6 x 9\i in. $4.50.
Theoretical Soil Mechanics:
Karl Terzaghi. N.Y., John Wiley and
Sons, Inc., 1943. 6 x 9\i in. $5.00.
The Machine Shop Yearbook and Pro-
duction Engineers' Manual:
2nd éd. H. C. Town, editor. London, Paul
Elek (Publishers) Ltd., 1943. 5)4 x 8l/2
in. 31s. 6d. {post free).
Circuit Analysis of A-C Power Systems:
Vol. I — Symmetrical and Belated Com-
ponents. Edith Clarke. N.Y., John Wiley
and Sons, Inc., 1943 (General Electric
Series). 5}/2 x 8}/2 in. $6.00.
Structural Frameworks:
Clyde T. Morris and Samuel T. Carpenter.
N.Y., John Wiley and Sons, Inc., 1943.
5Y2 x 8V2 in. $4.00.
Engineering Mechanics:
Ferdinand L. Singer. N.Y., Harper and
Bros. (c. 1943). 6\i x 9)/2 in. $4.00.
Fluid Mechanics:
R. C. Binder. N.Y., Prentice-Hall, Inc.,
1943. 6x9% in. $5.00.
Municipal Public Works Service Expendi-
tures and Appropriations:
Chicago, American Public Works Associa-
tion, 1943. Bulletin No. 18. 69 p. $1.50.
PROCEEDINGS, TRANSACTIONS
U.S. National Research Council — High-
way Research Board:
Proceedings of the twenty-second annual
meeting held at St. Louis, Missouri, De-
cember, 1942.
REPORTS
Canada. Civil Service Commission:
Thirty-fourth annual report for the year
1942.
Illinois. State Water Survey Division:
Ground water supplies of the Chicago-
Joliet-Chicago Heights area. Bulletin No.
35, 1948.
U.S. Geological Survey — -Water Supply
Paper :
No. 888: Stream-gaging procedure.— No.
916: Summary of records of surface waters
of Upper Columbia river basin in Montana
and Idaho 1898-1938.— No. 921: Surface
water supply of the United States, 1941.
Part I: North Atlantic slope basins. — No.
925: Surface water supply of the United
States, 1941. Part 5: Hudson Bay and
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
Upper Mississippi river basins. — No. 928:
Surface water supply of the United States,
1941. Part 8: Western Gulf of Mexico
basins. — No. 936: Water levels and artesian
pressure in observation wells in the United
States, 1941. Part 1: Northeastern states.
No. 937: Water levels and artesian pressure
in observation wells in the United States,
1941. Part 2: Southeastern states. — No.
938: Water levels and artesian pressure in
observation wells in the United States, 1941 .
Part 3: North-Central states.— No. 939:
Water levels and artesian pressure in
observation wells in the United States, 1941 .
Part 4- Soidh-Central states.
U.S. Geological Survey — Bulletin:
No. 930-C: Spirit levelling in Illinois,
1896-1941. Part 3: East-Central Illinois.
— No. 935-C: The deposits of the Republic
of Mexico. — No. 936-N: Antimony de-
posits of the Stampede Creek area, Kan-
tishna District, Alaska. — No. 940- A: The
Rose Creek Tungsten mine, Pershing
County, Nevada.
U.S. Geological Survey — Professional
Paper :
No. 197-C: Lower Pennsylvanian species
of mariopteris, eremopteris, diplothmema
and aneimites from the Appalachian re-
gion.— No. 200: Geology and ore deposits
of the Magdalena mining district, New
Mexico. — No. 202: Geology and ore de-
posits of the Metaline quadrangle, Wash-
ington.
U.S. Bureau of Mines — Bulletin:
No. 452: Quarry accidents in the United
States during the calendar year 1941-
U.S. Bureau of Mines — Technical Paper:
No. 653: Explosion hazards of combustible
anesthetics.
Quebec — Department of Mines — Geolo-
gical Surveys:
Report No. 12: Kitchigama Lake area,
Abitibi territory. — Report No. 13: Flavrian
Lake area, Beauchastel and Duprat Town-
ships, Temiscamingue and Abitibi Coun-
ties.
U.S. Bureau of Standards — Building Ma-
terials and Structures Report.
BMS101 — Strength and resistance to cor-
rosion of ties for cavity walls.
Purdue University — Engineering Exten-
sion Department Bulletin:
No. 55: Proceedings of the twenty-ninth
annual road school held at Purdue Univer-
sity January 25-27, 1943.
Harvard University — Graduate School of
Engineering Publications:
No. 368: Ultra-high frequency oscillations
of cylindrical cavity resonators containing
two and three dielectric media. — No. 369:
Calculation of threshold odor. — No. 370:
Time lag of impulse breakdown at high
pressures. — No. 371: Electrical circuit
analysis of torsional oscillations.
Electrochemical Society — Preprints :
No. 83-24: Aluminum electrolytic con-
densers.— No. 83-25: Protection against
caustic embrittlement by coordinated phos-
phate— pH control. — No. 83-26: Ballasting
requirements for fluorescent lamps. — No.
83-27: The electrical properties of polyvinyl
acetate. — No. 83-28: Electronic methods of
automatic control of industrial processes.—
No. 83-29: Automatic control of electro-
plating processes. — No. 83-30: New phos-
phate with unusual corrosion resistance.
CANADIAN ENGINEERING
STANDARDS ASSOCIATION
SPECIFICATION A23— 1942
The following temporary revision sheet has
just been issued relative to Conservation of
Reinforcing Steel.
In order to effect the greatest possible
conservation of reinforcing steel to meet
the wartime scarcity of this material, the
recommendations of Specification A23 —
1942 are modified as hereunder:
1. Reinforced concrete designs and details
shall be so selected as to use the minimum
amount of steel reinforcement. To accom-
plish this, the designs shall embody a
maximum of symmetry and simplicity of
layout and a minimum of ornamentation.
Non-reinforced concrete or masonry shall
be used in footings, walls and piers of sub-
structures, gravity or semi-gravity type
retaining walls and buttresses in lieu of
reinforced concrete construction, wherever
practicable. Fill under concrete slabs shall
be thoroughly consolidated so that the rein-
forcement may be reduced to a minimum
or eliminated entirely.
2. Wherever practicable, the width and
depth of members shall be increased to avoid
the use of compressive reinforcement and to
minimize the use of web reinforcement and
special anchorage.
8. The amount of reinforcement in con-
centrically loaded columns shall be kept to
a minimum by —
a. Using tied columns in preference to
spiralled columns.
b. Using not less than 0.5 per cent and not
more than 2.0 per cent of longitudinal
reinforcement.
c. Using high-strength concrete.
4. For beams and slabs the maximum
extreme fibre stress in compression to be
used in design shall be 1000 p.s.i. (Note:
this corresponds to an f'c of 2500 p.s.i.
THE ENGINEERING JOURNAL October, 1943
597
The designer should select the mix to be
used with due regard to the conditions of
exposure of the beam or slab, but should
proportion such beam or slab for the above
fibre stress, even where a richer mix is used).
TEMPORARY BUILDINGS
5. In the case of "temporary structures,"
provided that the design and construction are
under the control and supervision of a
thoroughly qualified and experienced en-
gineer, design stresses in the reinforcing
steel may be increased up to 20% above
those specified in clause 104. This increase
shall not apply to the prescribed stresses for
concrete, including bond and anchorage, as
given in clause 108.
The term "temporary structure" as
herein applied, means one owned and
controlled by Government authority with
publicly avowed temporary character, to be
demolished or re-rated as to load-carrying
capacity by a responsible technical body
when its primary function has been com-
pleted.
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.
(The) ADSORPTION OF GASES AND
VAPORS. Vol. 1, Physical Adsorp-
tion.
By S. Brunauer. Princeton University
Press, Princeton, N. J. Humphrey Mil-
ford, Oxford University Press, London,
1943. 511 pp., Mus., diagrs., charts,
tables, 9Y2x6 in., cloth, $7.50.
An important work, in which adsorption is
presented as a branch of physical chemistry
and studied scientifically, with the aim of
throwing light upon the nature of the process.
The present volume deals only with physical
adsorption, chemical adsorption being re-
served for treatment later.
AIRCRAFT NAVIGATION
Part I: Theory, by H. Stewart and A.
Nichols.
Part II: Practice, by S. A. Walling and
J. C. Hill.
Macmillan Co., New York;, University
Press, Cambridge, England, 1943. llfi pp.,
illus., diagrs., charts, maps, tables, 8Y2 x
5Y2 in., cloth, $2.00.
Beginning students of air navigation will
find here a concise introduction to the sub-
jects that they must master. Star identifica-
tion, map reading, position finding, meteor-
ology and other theoretical matters are ex-
plained, and a large number of practical prob-
lems provided. The text is the work of British
authorities, but has been revised for American
AIRCRAFT POWER PLANTS
By A. P. Fraas. McGraw-Hill Book Co.-
New York and London, 1943. 472 pp.,
illus., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $4.60.
The two main parts of this book deal with
engine operation and engine installation, with
considerable space devoted to fuels and
auxiliary equipment. Part III discusses pro-
peller theory and construction. The aim of
the book is to present fundamental terms and
concepts that will give the reader a good back-
ground in all phases of the subject.
AIRPLANE STRUCTURES, Vol. 1
By A. S. Niles and J. S. Newell. 3 ed.
John Wiley & Sons, New York; Chapman
& Hall, London, 1943. 454 PP-. diagrs.,
charts, tables, 9Yi x 6 in., cloth, $4-50.
Volume I of this two-volume set deals with
general design procedure and stress analysis
with respect to airplane structures. The
several chapters cover critical loading con-
ditions, reactions, torsion, beam and truss
analysis, joints and connections, deflections,
etc. Illustrative problems are included with
each chapter to provide practice in applying
the theory involved.
ALTERNATING-CURRENT CIRCUITS
By R. M. Kerchner and G. F. Corcoran.
2 ed. John Wiley & Sons, New York;
Chapman & Hall, London, 1943. 553 pp.,
illus., diagrs., charts, tables, 8Y2 x 5Y in.,
cloth, $4-75.
A textbook intended for junior students
who have had the usual courses in calculus.
The new edition has been thoroughly revised
and somewhat rearranged, and many illus-
trative examples and problems added.
ANALYTIC MECHANICS
By S. D. Chambers in collaboration with
V. M. Faires. Macmillan Co., New York,
1943. 375 pp., illus., diagrs., tables, 9Yi
x 6 in., cloth, $3.75.
This book follows in general the basic plan
of organization of Chambers' "Mechanics of
Engineering" but is a completely rewritten
edition. The material has been so arranged
that the student begins with elementary
material on simple forces and works gradually
through friction, moments, etc., to the more
advanced topics of balancing, impulse and
momentum.
(The) CITY, ITS GROWTH, ITS DECAY,
ITS FUTURE
By E. Saarinen. Reinhold Publishing
Corp., New York, 1943. 380 pp., illus.,
diagrs., 9% x 6 in., cloth, $3.50.
A noted architect here presents his views
on city planning, in the form of an analytic
study of the urban community. How this
community during historic time has been
born, has grown, has aged and then decayed
are described, and why all this happened is
shown. The remedies are considered. The
subject is presented from the layman's view-
point, and the book will interest many who
are not professionally concerned.
DIE ENGINEERING LAYOUTS AND
FORMULAS
By C. W. Rinman. McGraw-Hill Book
Co., New York, and London, 1943. 497
pp., illus., diagrs., charts, tables, 9x6 in.,
cloth, $5.00.
This volume is intended as a reference book
for the tool engineer. It attempts to combine
the basic principles of assembled die designs
with their operating details, to give the
mathematical formulas that are necessary for
laying out the assembled die, and to empha-
size a clearly rendered drafting technique.
About ninety per cent of the key designs used
in tools for presswork are described and illus-
trated by numerous drawings and photographs.
DRYING AND DEHYDRATION OF
FOODS
By H. W. von Loesecke. Reinhold Publish-
ing Corp., New York, 1943. 302 pp.,
illus., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $4.25.
This book, which aims to offer a compila-
tion of the latest practical information on its
subject, is the work of one who has had con-
siderable experience in research work on dehy-
dration. It presents a general outline of pro-
cedures and practices in commercial use.
Types of dehydrators, the dehydration of
various classes of foods, plant sanitation,
costs, the nutritive value of dried foods,
packing, storage, methods of analysis and the
reconstitution of dehydrated foods arc con-
sidered. A glossary and a list of patents are
appended.
ELECTRONIC CONTROL OF
RESISTANCE WELDING
By C. M. Chute. McGraw-Hill Book Co..
New York and London, 1943. 389 pp..
illus., diagrs., charts, tables, 9Y> x 6 in..
cloth, $4.00.
This textbook is based on experience in
preparing men without technical training to
keep resistance welding equipment in service.
Electron tubes and their circuits, as used to
control welders, are described in detail, with
diagrams of the circuits. Synchronous timers
and stored-energy controls are explained. The
text is simple and practical.
ELEMENTS OF ELECTRICAL CIRCUITS
AND MACHINERY WITH INDUS-
TRIAL APPLICATIONS
By G. C. Blalock. McGraw-Hill Book Co..
New York and London, 1943. 347 pp..
illus., diagrs., charts, tables, 8 x 5Y> in->
cloth, $8.00.
A textbook intended for brief courses in
circuit theory and the practical applications
of electrical equipment and adapted for use
in technical high schools and trade schools.
Mathematics is used sparingly, and all refer-
ences to calculus and differential equations
are omitted. A list of laboratory experiments
is included.
ELEMENTS OF MECHANICAL
VIBRATION
By C. R. Freberg and E. N. Kemler, John
Wiley & Sons, New York, 1943. 193 pp.,
diagrs., charts, tables, 8Y2 x 5% in-, cloth.
$3.00.
The more elementary phases of vibration
are discussed in detail in this book and
reduced to a form in which they can be
applied to practical problems. The methods
of solution presented do not call for a knowl-
edge of advanced mathematics.
ENGINEERING MECHANICS
By F. L. Singer. Harper & Brothers, New
York and London, 1943. 482 pp., diagrs.,
charts, tables, 9Yi x 6 in., cloth, $4-00.
A textbook that aims to present the funda-
mentals of the subject in a manner that will
result in thorough understanding and per-
manent possession of them. Toward this aim.
emphasis is centered on a physical under-
standing of the basic operations, rather than
on routine rules. Equations are interpreted in
terms of their geometrical equivalents, where-
ever possible. Analytic methods have been
emphasized, without neglecting graphic ones.
Numerous illustrative problems are explained
to show the application of the theory.
(The) ENGINEER'S MANUAL OF
ENGLISH
By W. 0. Sypherd, A.M. Fountain and S.
Brown, rev. ed. Scott, Foresman and Com-
pany, Chicago, Atlanta, Dallas, New York.
1943. 503 pp., diagrs., charts, tables, 8x5
in., cloth, $2.50.
This compact volume is intended as a text-
book in English composition for students and
as a reference book on usage for engineers.
The technic that underlies all good writing is
presented first, after which the writing of
letters, reports, articles, bulletins and speci-
fications is discussed in detail, with numerous
examples. The new edition has been thorough-
ly revised and much improved. It will be found
useful by all readers.
(An) INTRODUCTION TO FLUID
MECHANICS
By A. H. Jameson. Longmans, Green &
Co., London, New York, Toronto. g ed.
1942. 245 pp., diagrs.. charts, tables, 9 x
5Y in., cloth, S8.40.
This brief text has been prepared for use
.it the University of London, where an elemen-
fcarj knowledge of the subject is required ol
all engineering graduates. The aim has been
to present the subject in a modern way and
to illustrate it by diagrams, worked-out
examples and "guided" exercises, and to avoid
empirical formulae and tables of coefficients.
New material on lloe in pipes and notches.
and over weirs is included.
598
October, 1943 THE ENGINKKKINC; JOl IIWI
MAC'S (MacQuown's) DIRECTORY OF
COAL OPERATING COMPANIES,
8 ed.
National Coal Publications, Berger Bldg.,
Fourth Ave. and Grant St., Pittsburgh, Pa.,
1943. 204 pp., 12x9 in., stiff paper, $7.50.
This directory lists the coal operating com-
panies of America by states and by names of
companies and of mines, with the names of
officials and purchasing agents, and informa-
tion as to equipment, number of employees,
daily output and yearly output for the years
1938-41 inclusive.
MACHINE SHOP YEARBOOK AND
PRODUCTION ENGINEERS'
MANUAL, 2nd edit.
Edited by H. C. Town. Paul Elek, Africa
House, Kingsway, London, W.C.2, i943.
497 pp., illus., diagrs., charts, tables, 8Y1
x 5Yi in., cloth, 30s. Wd. or abroad 31s. 6d.
Late developments in production, manage-
ment and design are here presented in con-
venient form for reference and study. Four
special articles are included, on electrical con-
trol gear for machine tools, on optical instru-
ments in engineering, on centerless grinding
and on the direct hydraulic system. Machine
tool construction and operation are discussed
at length, with descriptions of representative
British machine tools. The periodical litera-
ture of 1942 is represented by abridged
articles of important publications on produc-
tion and shopwork.
MANUAL OF FIREMANSHIP, Part I.
Great Britain, Home Office {Fire Service
Department). His Majesty's Stationery
Office, London, 1943. 250 pp., illus..
diagrs., tables, 8Yx5Y in., paper, 2s. 6d,
{obtainable from British Information Ser-
vices, 30 Rockefeller Plaza, New York,
$0.75).
This book is the first section of a proposed
seven-part work which is intended to be a
comprehensive textbook and reference work
for firefighters. The present instalment dis-
cusses the theory of firefighting and the equip-
ment. The theory of combustion, methods of
extinguishing fires, hose, hose fittings, ladders,
ropes, hand pumps, chemical extinguishers
and foams, apparatus for breathing and
resuscitation are discussed. Much practical
information is given.
METALS AND ALLOYS DATA BOOK
By S. L. Hoyt. Reinhold Publishing Corp.,
New York, 1943. 334 PP-, illus., diagrs.,
charts, tables, IOY2 x 7 in., cloth, $4-75.
Mr. Hoyt has performed a task of great
value, and the result will be most useful to
metallurgists and engineers. It contains, in
compact, usable form, carefully selected
values for the physical and engineering proper-
ties of the metals and alloys of commercial
importance. The wrought, cast, and stainless
steels, cast irons, heat-resistant and corrosion
resistant casting alloys and non-ferrous alloys
are covered in detail. The data are chiefly
presented in tables, with brief comment.
National Research Council. HIGHWAY
RESEARCH BOARD. PROCEED-
INGS of the Twenty-second Annual
Meeting held at Hotel Statler, St.
Louis, Missouri, December 1-4, 1942.
Edited by R. W. Crum, Washington, D.C.,
1943. 494 PP-' illus., diagrs., charts, maps,
tables, 10 x 6Y2 in., cloth, $3.25.
As in previous years, these proceedings
present a valuable collection of results of re-
search work on many problems of highway
construction and maintenance. Questions of
economics, design, materials, construction,
maintenance, traffic and soils are discussed.
PHYSICAL CHEMISTRY
By F. H. MacDougall. rev. ed. The Mac-
millan Co., New York, 1943. 722 pp.,
diagrs., charts, tables, 9 x 5 Y in., cloth.
$4.25.
An introductory text, which aims to provide
a sound working knowledge of the subject for
students of chemistry and chemical engineer-
ing. The new edition has been revised to
include changes in the accepted values of
fundamental constants, and certain additions
have been made to the text.
(The) PHYSICS OF METALS
By F. Seitz. McGraw-Hill Book Co., New
York and London, 1943. 330 pp., diagrs.,
charts, tables, 8}A x 5Yi in., fabrikoid,
$4.00.
This work is based on an evening lecture
course given to practicing metallurgists with
a limited knowledge of physics. The treatment
is entirely non-mathematical. The develop-
ments of recent years are discussed, including
the structure of metals, the factors that
determine the stability of alloys, the theory
of plasticity in metals, diffusion in metals, the
theory of iron-carbon alloys, and the electron
theory of solids and its applications to cohe-
sion, magnetism and conductivity.
PLANNING 1943, Proceedings of the An-
nual Meeting held in New York City,
May 17-19, 1943.
American Society of Planning Officials,
1313 East 60th St., Chicago, III, 1943.
175 pp., charts, tables, 9Y x 6 in., cloth,
$2.00.
The proceedings of the 1943 meeting of the
American Society of Planning Officials and
the papers presented there are included in this
volume. Among the topics discussed are the
effect of the war upon our cities, regional
councils in metropolitan areas, national
planning, urban redevelopment, and the
planning problems of cities.
RADIO ENGINEERS' HANDBOOK
By F. E. Terman. McGraw-Hill Book Co.,
New York and London, 1943. 1019 pp.,
illus., diagrs., charts, tables, 9x6 in.,
leather, $6.00.
This handbook brings together, in form for
reference use, the body of engineering knowl-
edge that is the basis of radio and electronics.
The book brings together, in organized form,
the more important contributions to the art
that have appeared in the technical articles,
over two thousand in number, that were
reviewed while preparing it. Extensive refer-
ences provide access to much pertinent litera-
ture. As the book is essentially a one-man job,
the viewpoint is consistent throughout, and
gaps and duplications are avoided.
REWINDING DATA FOR DIRECT-
CURRENT ARMATURES
By G. A. Van Brunt and A. C. Roo 2 ed.
McGraw-Hill Book Co., New York and
London, 1943. 277 pp., illus., diagrs.,
charts, tables, 9Yi x 6 in., cloth, $2.50.
Detailed practical directions are given for
rewinding all types of these armatures and
for taking and recording the necessary data.
The new edition has been revised and en-
larged. New data include such recent develop-
ments as the use of glass fiber insulation,
drying and baking by infra-red heating, and
the introduction of new insulating varnishes.
SECRETARY TO THE ENGINNER.
(Technical Secretary Series)
By Q. Hazelton. McGraw-Hill Book Co.,
New York and London, 1943. 309 pp.,
diagrs., 8 x 5Yi in., loose-leaf, stiff paper,
$1.75.
The text provides a course for advanced
stenographers who wish training in the vo-
cabulary of engineering, especially that used
by civil, electrical, chemical and metallurgical
engineers. Extensive lists of words and phrases
and of material for dictation are included.
SMOKE STREAMS, VISUALIZED AIR
FLOW
By C. T. Ludington, preface by E. Warner.
Coward-McCann, Inc., New York, 1943.
144 PP-, illus., diagrs., charts, 8Y2 x 5Yi
in., cloth, $2.75.
The fundamentals of aerodynamics are here
presented in simple language and illustrated
by excellent photographs taken in the Gris-
wold smoke tunnel. Lift, drag, high-lift de-
vices, downwash and tip losses are explained
and shown graphically. The book will interest
not only pilots in training, but also young
model-makers.
(The) STEAM BOILER YEARBOOK
AND MANUAL, 2nd ed.
Edited by S. D. Scorer, foreword by R. J .
Sarjant. Paul Elek Ltd., Africa House,
Kingsway, London, W.C.2, 1943. 522 pp.,
illus., diagrs., charts, tables, 9 x 5Yi in-,
cloth, 30s. Wd. or abroad 31s. 6d.
This book aims to provide descriptions of
the best that is available in steam boilers and
their equipment, together with a résumé of
developments in design and operation during
1942. Chapters are devoted to various boiler
types, feed-water pumps, stokers, etc., in
which good practices are reviewed and illus-
trated by descriptions of British products. A
second section consists of lengthy abstracts of
articles from periodicals of 1942, upon fuel
and fuel economy, steam economy, operating,
etc.
(The) THEORY AND PRACTICE OF
HEAT ENGINES
By R. H. Grundy. Longmans, Green &
Co., London, New York and Toronto, 1942.
723 pp., illus., diagrs., charts, tables, 9 x
5}/i in-, cloth, $6.25.
This textbook offers a course covering steam
generators, reciprocating steam engines, steam
turbines and internal-combustion engines in
one volume. It is intended to cover the prac-
tical side of the subject and the accompany-
ing theory to a stage from which an easy step
may be made to more specialized books. The
book is profusely illustrated with drawings,
considerable attention is given to historical
development, and the text is clear and read-
able. A good picture of modern practice,
especially British, is provided.
(The) THERMODYNAMICS OF
FIREARMS
By C. S. Robinson. McGraw-Hill Book
Co., New York and London, 1943. 175
pp., diagrs., charts, tables, 9Yi x 6 in.,
cloth, $2.50.
This book is intended to meet the demand
of newcomers into the explosives and ammuni-
tion industry for information on interior
ballistics. By means of thermodynamics, a
sound theoretical basis is provided, and the
basic problems are discussed. Although the
book contains little if anything, that is new,
it brings together the available information
for the first time. A good bibliography is given.
TIMBER ECONOMY No. 4 (Windows,
etc., and their Black-out)
Great Britain, Ministry of Works, Direc-
torate of Constructional Design. His
Majesty's Stationery Office, London, 1943.
23 p., diagrs., 13 x 8 in., paper, Is. {obtain-
able from British Information Services, 30
Rockefeller Plaza, New York, $0.30).
Specific instruction on methods of black-
ing out windows and other openings are given,
with attention to economy of timber and
other materials. Detail drawings for both
domestic and industrial buildings are given.
(The) USE OF PART-TIME WORKERS
IN THE WAR EFFORT
By H. Baker and R. B. Friedman. Prince-
ton University, Industrial Relations Sec-
tion, Princeton, New Jersey, June, 1943.
48 pp., tables, 10 x 7 in., paper, $1.00.
This pamphlet summarizes the experience
of American and British industries with part-
time workers, and is intended as a guide to
those who are uncertain as to the desirability
of undertaking such arrangements and those
who have decided to do so. Methods of
recruitment and training, hours of work and
wage rates are discussed, and the advantages
and problems of the method considered.
There is a brief bibliography.
THE ENGINEERING JOURNAL October, 1943
599
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
September 30th, 1943
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 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
circumstances 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
BIRD— VIGGO EDWARD, of Montreal, Que. Born at Copenhagen, Denmark
April 29th, 1885; Educ: B.S., Mass. Inst. Tech., 1908; 1908-10, development engr.,
American Tel. & Tel. Co.; 1910-11, betterment engr., Stone & Webster; 1911-13,
supt., Fall River Gas Works Co. (Stone & Webster); 1913-18, divn. mgr., 1918-22,
gen. mgr., 1922-33, vice-president & gen. mgr., 1933-39, president, 1939-41, consltg.
engr., The Connecticut Power Co. (Stone & Webster) ; 1941 to date, mgr., power
dept., Aluminum Co. of Canada, Ltd., Arvida, Que.
References: J. B. Challies, P. S. Gregory, J. A. McCrory, J. Morse, McN. DuBose,
A. W. Whitaker, Jr.
CAMPBELL— WILLIAM LYMAN, of Berlin, N.H. Born at Cincinnati, Ohio,
Feb. 23rd, 1892; Educ: A.B., Yale Univ., 1913; Grad. in Civil Engrg., Mass. Inst.
Tech., 1915; 1914-17, student employee, asst. engr., etc., Baltimore & Ohio R.R.;
1917-19, U.S. Army — incl. New York Office of Military Intelligence and overseas
service; 1919, traffic mgr., Billings & Spencer, Hartford, Conn.; 1919-22,
mach. tool sales mgr., Automatic Machine Co., Bridgeport, Conn.; 1922-27, with Erie
Railroad, New York, as follows: director, Hornell Shop & Susquehanna Shop Cor-
porations, vice-president, of subsidiary lines, fuel agent, director, N.Y. Susquehanna
& Western R.R., asst. to operating vice-president; 1927-28, mgr., eastern divn., rail-
road dept., Timken Roller Bearing Co., Canton, Ohio; 1927-30, industrial consltg. for
bankers, Curtiss & Sanger, and Lehman Bros., New York City; 1930-32, asst. to
president, Amalgamated Leather Cos., Wilmington, Del.; 1932-42, gen. mgr. of
manufacturing, vice-president i/c mfg., and director, Kroger Grocery & Baking Co.,
Cincinnati; 1942-43, vice-president and director. Amer. Machine Defence Corp.,
American Machine & Foundry Co., Brooklyn, N.Y.; 1942 to date, member, visiting
committee, dept. of biology and biological engrg., Mass. Inst. Tech.; 1942 to date,
expert consultant, U.S. Army, U.S. Navy and Office of Rubber Director; at present,
vice-president i/c manufacturing, Brown Company, Berlin, N.H.
References: A. Surveyer, J. B. Challies, P. S. Gregory, H. J. Racey, H. M.
Finlayson.
CLARKE— KENNETH HARRY JOHN, of Ottawa, Ont. Born at Toronto, Ont.,
Oct. 12th, 1911; Educ: B.A.Sc, Univ. of Toronto, 1936; R.P.E. Ont.; 1934 (summer)
chemist, International Nickel Co. of Canada; 1935 (summer), smelter asst., Cons.
Mining & Smelting Co. Ltd., Trail, B.C.; 1936-37, metallurgist, Ont. Refining Co.
Ltd., Copper Cliff, Ont.; 1937-38, rolling mill and refinery, Huntington, W.Va., and
N.Y. Office International Nickel Co. Inc.; 1938-41, metallurgical engr. i/c nickel
Co. of Canada, Toronto; 1941 to date, chief of allocations and conservation divn.,
alloy development & tech. service in Canada, International Nickel Co. of Canada,
Toronto; 1941 to date, chief of allocations & conservation divn., office of metals con-
troller, Dept. of Munitions and Supply, Ottawa.
References: C. D. Howe, H. E. T. Haultain, L. E. Westman, J. B. Carswell, C. R.
Young, J. A. Walker, C. R. Whittemore, F. B. Kilbourn, A. C. M. Davy.
COBURN— FREDERIC G., of New York, N.Y. Born at Duluth, Minn., June
14th, 1883; Educ: Graduate, U.S. Naval Academy, 1907; M.S., Mass. Inst. Tech.,
1908; 1900-19, U.S. Navy, service in the Line, followed by service in the Constrn.
Corps., resigned with rank of Cmdr.; 1919-21, asst. to operating vice-president,
Bethlehem Shipbuilding Corp. Ltd.; 1921-39, with Sanderson & Porter, New York,
as follows; 1921-24, staff engr., 1924-39, partner; 1939 to date, corp. executive and
consltg. engr.; president, Brown Co., Berlin, N.H.
References: J. B. Challies, A. Surveyer, J. A. McCrory, P. S. Gregory, M. Balls,
H. M. Finlayson.
GERMAIN— WALTER EDGAR, of 241 Florence St., Ottawa, Ont. Born at
Birkenhead, England, April 23rd, 1916; Educ: 1930-1935-36, Central Technical
School, Toronto; I.C.S. Structl. Engrg.; 1934-35, arch'l. dfting., M. Pulver, Architect;
1936-39, arch'l. and structl. dfting. and design covering residential work, commercial
bldgs., etc.; 1939-43, structl. designing for Hill-Clark-Francis Ltd., Contractors, New
Liskeard, Ont.
References: D. D. Whitson, G. Rankin, H. Self, C. Hershfield.
INGRAHAM— HARRY ALEXANDER, of Edmonton, Alta. Born at Minnea-
polis, Minn., Aug. 26th, 1886; Educ: 1904-07, Univ. of Minnesota (Coll. of Engrg.);
R.P.E. Alberta; 1907-10, dftsman., 1910-12, constrn. foreman, mill bldgs., 1912-14,
asst. engr., 1914-17, res. engr., Wellford Mfg. Co., Minneapolis; 1917-27, i/c reinforced
concrete design and constrn., H. Ingraham, Calgary, also consltg. engr.; 1927 to
date, acting as consltg. engr. in the States and Canada, the latest work of any magni-
tude being res. engr. i/c constrn. of hydro-electric development at Yellowknife,
N.W.T., for mining interests. (A.M.E.I.C. 1920; M.E.I.C, 1924-28.)
References: H. J. McEwen, H. B. Sherman, J. McMillan, J. E. B. Cranswick,
H. B. Lebourveau.
LITTLE— JACK GRAHAM, of St. Lambert, Que. Born at Trenton, Ont., June
26th, 1905; Educ: B.A.Sc. (Chem.), Univ. of Toronto, 1928; R.P.E. of Que.; with
Northern Electric Co. Ltd. as follows: 1928-29, mfg. methods engr., telephone, power
cable and rubber covered wire products, 1930-33, engr. in supervisory capacity,
cable and telephone communication apparatus and equipment, 1934-39, asst. to
engr. i/c tech. development divn., 1940-41, tech. engr., telephone divn., 1941, to
date, tech. supt., telephone divn., i/c mfg. methods engrg., factory planning and
electrical lab. depts.
References: W. C. M. Cropper, J. W. Fagan, J. S. Cameron, W. H. Eastlake,
H. H. Vroom.
MIMEAULT— CAMILLE J., of Dolbeau, Que. Born at St. Moise, Que., Jan.
27th, 1908; Educ: 1938-40, Course mach. dfting. and design, Chicago Technical
College, 1938-40, McKinley-Roosevelt Univ., B.Sc. (Mech.), 1940; 1924-27, ap'tice-
ship, Leduc Motor Sales, Montreal; with Lake St. John Power & Paper Co., Dolbeau,
as follows: 1927-29, installn. paper mill mach. and air compressor repairs, 1929-33,
paper mill gen. repairs, 1933-39, millwright foreman, 1939-42, mach. shop foreman
and tool design on war work, 1942 to date, gen. foreman on constrn. and repair,
mach. tool and tool designer for war work.
References: E. Cowan, J. A. Beauchemin, H. P. Moller, A. G. Jacques, D. A.
Evans.
PETRIE— LOUIS ADRIAN, of 2A Brittany Row, Arvida, Que. Born at St. Louis,
Mo., June 23rd, 1910; Educ: B.Eng. (Mech.), N.S. Tech. Coll., 1938; with Dominion
Steel & Coal Corp. Ltd., as follows: 1926-30, tracing, dfting. sketching, record-keeping
(mining equipment), 1930-38 (summers), dfting., design, mech. repairs, estimates,
1938-40, asst. to mech. supt.; 1941 to date, asst. engr., Aluminum Co. of Canada
Ltd., Arvida, Que.
References: C. B. Archibald, J. B. Pétrie, M. G. Saunders, S. C. Mifflen, A. T.
Cairncro88, S. J. Montgomery.
SUTTON— VICTOR JOSEPH, of Beaupré, Que. Born at Little Current, Ont.,
Nov. 20th, 1908; diploma in Chem. Engrg. I.C.S.; with Abitibi Power & Paper Co.
Ltd., Iroquois Falls, as follows: 1927-28 (summers), pulp tester and member research
staff, 1929, operating pilot type plant; 1929-37, senior member tech. control dept.
staff, Mersey Paper Co. Ltd., Liverpool, N.S.; 1937 to date, tech. control supt.,
Ste. Anne Paper Co. Ltd., Beaupré, Que.
References: W. E. McBride, R. J. Askin, H. O. Brown, J. H. M. Jones, H. G.
Tim mis.
TRA VER— LEONARD ALTON, of 5325 Victoria Ave., Montreal, Que. Born at
Timmins, Ont., Sept. 7th, 1915; Educ: B.Sc. (Mining), Queen's Univ., 1938; 1935-38
(summers), operating, repairing, installn. of mach., and research work at Hollinger
Plant; 1938-39, metallurgist. East Malartic Mines, Ltd.; 1939-42, mill supt.. Central
Cadillac Mines, Ltd.; 1942 to date, asst. to production mgr. i/c ships divn., Dominion
Bridge Co. Ltd., Lachine, Que.
References: R. S. Eadie, G. H. Midgley, F. P. Shearwood, L. T. Rutledge F. D.
Reid, R. M. Robertson, G. M. Dick.
WATT — WILLIAM C, of Toronto, Ont. Born at Aberdeenshire, Scotland, June
4th, 1901; Educ: 1924-26, Glasgow Technical School; 1917-22, marine and mech.
ap'ticeship, Kinaird Engrg. Wks., 1922-24, mech. supt., British Oil & Guano Co. Ltd.,
Fraserburgh; 1927-31, mech. supt., National Textiles, Ltd., Toronto; 1931-40, mech.
supt., Willard's Chocolates, Toronto; 1940-41, production tool supt., D.I.L. Verdun,
Que.; 1941 to date, mech. supt., Robert Simpson Co. Ltd., Toronto.
References: Drummond Giles, J. G. Notman, D. Cameron, E. G. T. Taylor,
H. Short, M. J. McHenry.
600
October, 1943 THE ENGINEERING JOURNAL
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unless—
1. They are registered with the War-
time Bureau of Technical Personnel.
2. Their services are available.
A person ' * 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
PARTNER WANTED, graduate mechanical engineer
wanted in small but successful manufacturing plant
and machine shop in central Ontario city. Plant
currently engaged on war work but with extensive
peacetime programme definitely settled. Applicant
must have executive and administrative ability,
preferably with some production experience on
machine tools. Moderate investment required.
Apply to Box No. 2660-V.
EXPERIENCED STRUCTURAL STEEL
DRAUGHTSMEN. Location Windsor, Ontario.
Apply to Box No. 2662-V.
ENGINEER, graduate, for manufacturing company
in the Eastern Townships, Province of Quebec;
peacetime product: pulp and paper machinery, but
presently engaged in war work. Some pulp and paper
experience preferred. Permanent position and good
opportunity. Apply to Box No. 2670-V.
ELECTRICAL SUPERINTENDENT for newsprint
mill in the Province of Quebec. Graduate in electrical
engineering with three or four years experience in
electrical work preferred. Good starting salary.
Apply to Box No. 2671-V.
FOR SALE
One Clinometer or Slope Level (No. 5805 in
K. & E. Catalogue. Never used.
One Recording Barometer, similar to No. 5941
in K. & E. Catalogue. Size of case HJ4"x5'4"x6".
No reasonable offer refused. Apply to Box 52-S.
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
SITUATIONS WANTED
MECHANICAL ENGINEER, executive ability,
desires permanent position with responsibility and
future. Presently employed but war conditions
necessitate change. Apply to Box No. 270-W.
CIVIL ENGINEER, B.A. So., Age 34, married.
Experience covering heating, air-conditioning,
mining. Design, construction and maintenance of
sewers, waterworks, streets and highways, including
surveying, location, estimating, inspection, drainage
and soundings. Presently employed but desires
advancement. Apply to Box No. 1859-W.
STRUCTURAL ENGINEER, m.e.i.c, modern
methods reinforced concrete design, experienced on
construction. Location immaterial. Preference for
West. Excellent civil experience home and abroad.
Apply to Box No. 2425-W.
GRADUATE CIVIL ENGINEER, Queen's Univer-
sity, age 43, 20 years experience highways, bridges,
buildings, docks, municipal pavements, sewers and
waterworks. Surveying, estimating and design;
emphasis on economy in earthwork and concrete.
Versatile, practical and good personality for meeting
the public. Presently employed, desires position as
municipal engineer or with general contractor. Apply
to Box No. 2453-W.
GRADUATE ENGINEER, B.Sc. in E.E. 1927>
M.E.I.C. with 16 years engineering and sales ex-
perience, also office and accounting including 2-year
apprentice course. West preferred. At present em-
ployed but work running out. Available on short
notice. Apply to Box No. 2454-W.
BUILDING ENGINEER, twenty years' experience
with well known firm of consulting engineers and
contractors in design and supervision of industrial
work. Desires change of employment to permanent
position with industry on maintenance, alterations
or extensions. Age 45. Apply to Box 2455-W.
PRODUCTION ENGINEER or shop supervisor in
heavy plate work, machine shop or structural steel
plant. Sixteen years experience. Excellent knowledge
of production control systems, tool design and shop
practice. Available under regulations of Wartime
Bureau of Technical Personnel. Apply to Box No.
2456-W.
REQUIRED IMMEDIATELY
Chemical, Mechanical
and
Metallurgical Engineers
For Production Supervision
DOMESTIC AND FOREIGN
ASSIGNMENTS
ESSENTIAL WAR WORK
Apply to
The Aluminum Company of Canada
Limited
1700 Sun Life Building
Montreal, Que.
WILBUR— ROBERT ALEXANDER, of Toronto, Ont. Born at Elmira, N.Y.,
May 2nd, 1897; Educ: Ch.E., Lehigh Univ., 1920; R.P.E. Ontario; 1920-22, field
engr., John R. Proctor, Inc.; 1922-24, engr., A. Wyckoff & Son Co.; 1924-35, chief
engr.. Ont., Wind Engine & Pump Co.; 1935 to date, chief engr. and gen. mgr.,
Ajax Engineers Limited, Toronto.
References: V. H. Mclntyre, D. D. Whitson, S. W. S. Hall, F. E. Wellwood, C. F.
Morrison.
FOR TRANSFER FROM THE CLASS OF JUNIOR
HOLDER— ALLAN SCOTT, of Ajax, Ontario. Born at Saint John, N.B., Aug. 1,
1911; Educ: B.Sc, Nova Scotia Tech. Coll., 1934; 1934-38, misc. mtce., power and
design work, 1938-40, design engr., Canadian Industries, Ltd.; 1940-41, plant design
engr., Montreal, and 1941 to date, works engr., Ajax, Ont., Defence Industries, Ltd.
(St. 1931, Jr. 1939.)
References: H. W. McKiel, M. S. MacgiUivray, H. K. Wyman, A. H. Heatley,
M. Eaton.
LA VERGNE— EMILE DENIS, of Almaville, Que. Born at St. Boniface, Que.,
Nov. 29, 1909; Educ: B.Sc, (Civil), Univ. of Michigan, 1937; 1928-30, junior dftsmn.
Shawinigan Chemicals Ltd.; 1931-33, asst. forest ranger, Dept. of Lands & Forests,
Quebec; with Canadian Industries, Ltd., as follows: 1937, cellophane plant, operation
training, 1937-38, research dept., 1938-40, operation foreman, 1940 to date, con-
solidated works, engrg. dept., as maintenance and constrn. engr. (St. 1937, Jr. 1940.)
References: R. Dorion, H. J. Ward, H. K. Wyman, A. H. Heatley, C. Cuthbertson.
SAMIS— GEORGE ROY, of 3800 Decarie Blvd., Montreal. Born at Cannington,
Ont., March 24, 1910; Educ: B.A.Sc, Univ. of Toronto, 1932; Summers: 1928,
constrn. dept., H.E.P.C, 1929, dftsmn., Hamilton Bridge Co. Ltd., 1933-34,
instr'mn. and inspr. on highway and bridge constrn., Ontario County; 1930 (May-
Dec) instr'mn. on municipal constrn., Orillia Water Light & Power Comm.; 1935-36,
rodman and instr'mn. on highway constrn., Ontario Dept. of Northern Development;
Mar. 1937 to Feb. 1940, and Oct. 1940 to date, plate and boiler dept., estimator and
designer, Dominion Bridge Co. Ltd., Lachine, Que.; Feb. 1940 to Oct. 1940, dftsmn
and designer on plant layout, Aluminum Co. of Canada, Ltd., Arvida, Que. (on loan).
(Jr. 1937.)
References: A. S. Wall, R. S. Eadie, F. Newell, H. E. Brandon, C. R. Young.
TOLLINGTON— GORDON C, of Peterborough, Ont. Born at Claresholm, Alta.,
Oct. 8, 1907; Educ: B.Sc, (Elec), Univ. of Alta., 1932; R.P.E. Ontario; 1929-31
(summers), engrg. dept. and electric light dept., City of Calgary; 1934-35, test course,
1935-41, asst. induction motor engr., 1941 to date, asst. D.C. engr., Canadian General
Electric Co., Peterborough. (St. 1932, Jr. 1937.)
References: G. R. Langley, B. Ottewell, A. L. Dickieson, V. S. Foster, H. R. Sills.
FOR TRANSFER FROM THE CLASS OF STUDENT
BRYCE— RONALD CAMPBELL, of 1012 Aird St., Saskatoon. Born at Kelliher,
Sask., Aug. 8th, 1920; Educ: B.Sc, (Mech.) Univ. of Sask., 1942; Summers, 1939
and 1941, senior rodman, survey, P.F.R.A., 1940, waterworks mtce., Parliament
Bldgs., Regina; at present, engineer Sub. -Lieut., R.C.N.V.R., in training on R.C.N,
minesweeper, Halifax, N.S. (St. 1942.)
References: N. B. Hutcheon, I. M. Fraser, R. A. Spencer, J. I. Mutchler, E. K.
Phillips.
KELLY— JAMES OSWALD, of 4109 Northcliffe Ave., Montreal. Born at
Deseronto, Ont., 27th August 1915; Educ: B.Sc, (Chem.), McGill Univ., 1941;
R.P.E. Quebec; Summers, 1935, student helper, Carneil & Belmont Constrn. Engrs.,
Montreal, 1939, 1940, asst. to supt. of the Record Mfg. Divn., R.C.A. Victor, Mont-
real; 1936-37, asst. to G. Lome Wiggs, consltg. engr.; 1941 (May-Dec.) chemical
engr. for supervision and mtce. of the acid survey and anhydride plants, at Canadian
Celanese Ltd., Drummondville, Que.; Dec. 1941 to date, development chem. engr.,
Dominion Rubber Co., Montreal. (St. 1940.)
References: R. Ford, O. K. Ross, G. L. Wiggs, R. W. Holmes, C. R. Timm, E. A.
Hankin.
COX— R. EDWARD, of 7228 Chambord St., Montreal. Born at Montreal, Que.,
June 18, 1916; Educ: I.C.S., and electro-technician, Montreal Tech. Sch.; 1936-38,
dfting in cable engrg. dept., and at present cable inspn. dept., in supervisory position,
Northern Electric Co. Ltd. (St. 1938.)
References: W. G. Tylee, W. H. Eastlake, G. A. Wallace, N. L. Dann, N. L.
Morgan.
LETENDRE— LUCIEN, of 1022 Mount Royal Ave. East, Montreal. Born at
Montreal, Apr. 27th, 1916; Educ: B.A.Sc, CE., Ecole Polytechnique, 1942; R.P.E.
Quebec; Summers, 1938 1st field engr. and supervisor in the constrn. of the Botanical
Garden, Montreal, 1940, 1941, concrete inspr., Dept. of Roads, Quebec; 1942 to
date, struct'l engrg., (ship building) and i/c of steel control office, Marine Industries,
Ltd. (St. 1939.)
References: J. A. Lalonde, A. Circe, H. Gaudefroy, P. LeBel, L. Trudel.
SIMPSON— JOHN HAMILTON, of Ottawa, Ont. Born at Montreal, Que., May
28th, 1915; Educ: B.Eng., McGill Univ., 1937; 1937-38, test course, Can. Gen. Elec,
Peterborough and Toronto; 1938 to date, junior research engineer, National
Research Council, Ottawa. (St. 1937.)
References: B. G. Ballard, R. W. Boyle, D. S. Smith, C. V. Christie, G. R. Langley.
SINGER— GERALD GERSHON, of Montreal, Que. Born at Montreal, May 9th,'
1914; Educ: B.Eng. (Mech.), McGill Univ., 1938; 1938-39, fdtsmn., Canadian Car
& Foundry Co., on design of diesel engine project; 1939 40, senior dftsmn., Inspection
Board United Kingdom and Canada, on design of inBpn. gauges; 1940-41, tool engr.,
Montreal Locomotive Works, on design of tools and fixtures used in Montreal Tank
Arsenal; 1941 to date, manager, Atlas Engrg. Works, Montreal. (St. 1939.)
References: C. M. McKergow, A. R. Roberts, E. I. Wigdor, A. Benjamin.
SUTHERLAND— DONALD HENRY, Capt., R.C.E., of Halfax, N.S. Born at
Summerside, P.E.I. , July 25, 1912; Educ: B.Sc, (Civil), Univ. of N.B., 1938; 1928-
29, C.N.R.; 1937 (summer), P.E.I. National Park, Dept. of Munitions & Supply;
1938-40, engrg. and constrn. branch, instr'man and asst. engr., Dept. of Munitions
& Supply; Aug., 1940, to Jan., 1942, works officer, i/c sewage, bldgs., roads, Debert
Military Camp, N.S.; Aug. 1942-Jan. 1943, asst. chief works officer, No. 6 Coy.,
R.C.E., Halifax; at present 2nd in command, 2nd Fortress Coy., R.C.E., Halifax,
N.S.
References: W. S. Lawrence, F. C. Wightman, W. C. Murdie, H. Dunn, E. O.
Turner.
TURNER— LESLIE CHARLES, of Halifax, N.S. Born at Prince Albert, Sask.,
July 25, 1921; Educ: B.Sc, (Mech.), Univ. of Sask., 1942; Summers, 1940, aircraft
inspn., Canada Car, Ft. William, 1941, material and labour costing (aircraft),
Canadian Vickers, Montreal; at present, engineer Sub. -Lieut., R.C.N.V.R., employed
on escort work, Halifax. (St. 1941.)
References: R. A. Spencer, W. E. Lovell, I. M. Fraser, N. B. Hutcheon, E. K.
Phillips.
WESLEY— WILLIAM GRANT, of Outremont, Que. Born at Montreal, Que.,
Jan. 24th, 1914; Educ: B.Eng., McGill Univ., 1937; 1937-42, wire and cable sales
specialist, Northern Electric Co., Montreal; at present, P/O, R.C.A. F., Montreal.
(St. 1936.)
References: C. V. Christie, C. M. McKergow, W. H. Eastlake, N. L. Dann,
W. G. Tyler.
THE ENGINEERING JOURNAL October, 1943
601
Industrial News
COMPETITION ANNOUNCED
Minneapolis-Honeywell Regulator Com-
pany in Canada and the United States is
offering $10,000.00, in competition, for
apartment heating design. First prize is
$2,000.00 with twenty-four others ranging
from $150.00 to $1,000.00.
The design must include the control
system and is for a six storey building. It
must incorporate the individual tenant or
personalized heating control idea. Contest
closes November 15, 1943.
The competition is open to contestants in
Canada as well as the United States. Its pur-
pose is to provide a heating system which will
give greatest tenant health, comfort and
convenience, low first cost and low operating
cost, as well as individual temperatures. (See
page 39 of this issue.)
SERVICES REWARDED
In recognition of twenty-five years of
service, Mr. J. B. Mclnroy, chief draftsman
for Bepco Canada Ltd., was presented with an
engraved gold wrist watch on September
22nd. The presentation was made by Mr.
C. G. Abbey, president of the firm. Mr.
Mclnroy joined the Harland Engineering
Company, Ltd., in Alloa, Scotland, in
September, 1918, and came to Canada in 1926
to join the Canadian branch. In 1933, Harland
Engineering was one of the four British
electrical manufacturing companies which
merged under the name of Bepco Canada
Limited and Mr. Mclnroy continued in his
position.
HOLDING MATERIALS
A 56-page catalogue is being distributed by
Atlas Asbestos Company, Ltd., Montreal,
Que. This catalogue which constitutes a
builders' guide and specification manual of
the many products manufactured and dis-
tributed by this company. Sections are de-
voted to asbestos building lumber, industrial
roofing and siding, thermal and sound insula-
tions, asbestos boards for the electrical
industry, waterproofing, wood finishing and
masonry materials; in all, 118 products,
together with their characteristics and
applications, are illustrated and described.
NEW APPOINTMENT
Mr. S. E. Goodwin was recently appointed
general manager, with headquarters in Tor-
onto, of Chas. Warnock & Company, Ltd.
Mr. Goodwin was formerly the Ontario dis-
trict manager of the company.
Industrial development — new products — changes
in personnel — special events — trade literature
COMPANY NAME CHANGED
According to a recent announcement by
Mr. Robert A. Emmett, president and chair-
man of the board of Detroit Rex Products
Company, metal cleaning engineers, the name
of the firm has been changed to Detrex
Corporation. No change in ownership, com-
pany policy or management will be made.
This company, which manufactures de-
greasers, alkali and petroleum spirits washers
and emulsion cleaners, degreasing solvents and
alkali cleaning compounds was established in
January, 1920.
ATMOSPHERE-GAS CONVERTERS
Canadian General Electric Company, Ltd.,
Toronto, Ont., have for distribution bulletin
C.G.E.A.-2948, four pages. The line of
atmosphere-gas converters described and
illustrated in this folder have nominal ratings
of from 250 to 3,000 c.f.h. Their function is to
supply low-cost inert and reducing gases for
controlled atmosphere furnaces, for supplying
inexpensive gases for use in various industrial
processes. The folder provides specifications of
the various types, a flow diagram and curves
of characteristics and analysis of the prepared
S. E. Goodwin
J. C. Macfarlane, K.C.
ADDRESS ON "ELECTRONICS"
Mr. J. C. Macfarlane, K.C, a vice-presi-
dent of Canadian General Electric Company,
Ltd., delivered an address on "Electronics"
before the members of the Montreal chapter of
the American Institute of Electrical Engineers
on September 24th.
During the course of his remarks, Mr. Mac-
farlane indicated that this rapidly developing
science of the electron promised to remould
our peace-time lives. Electronics has already
given us radio and talking pictures. It was
playing a vital part in many secret war
weapons. It was serving in industry, in
agriculture, in medicine. Tomorrow it will
bring television; assist in heating and cleaning
homes; increase protection against disease and
prove of untold usefulness in a host of manufac-
turing processes.
Mr. Macfarlane, who is a graduate of arts,
Queen's University — of which university he is
a trustee — a graduate of law, Osgoode Hall,
Toronto, and a King's Counsel for Ontario, is
also the 1st vice-president of the Canadian
Manufacturer's Association.
RELAYS
Cansfield Electrical Works Ltd., Toronto,
Ont., have issued bulletin No. A. 2, 1943, 31
pages, covering this company's line of control
and auxiliary relays. A variety of types of
relays are shown including circuit opening and
closing, blocking, transfer, definite time,
annunciator and alarm, and combination
models.
WARTIME ENGINEERING DEVELOP-
MENTS
Canadian Westinghouse Company, Ltd.,
Hamilton, Ont., have recently issued a 32-
page booklet outlining the achievements of
the Westinghouse Electric & Manufacturing
Company in the production of weapons and
devices for the war effort, as far as the story
may now be told. Stories covering the devel-
opment of aircraft and landing field equip-
ment, marine equipment and accessories,
electrical equipment, ammunition and
weapons, materials and labour conservation,
give the reader an appreciation of the extent
to ' which this company has applied its re-
sources to the cause of the United Nations.
MONORAIL SYSTEMS
A 30-page catalogue recently published by
Beatty Bros. Ltd., Fergus, Ont., describes a
complete monorail system for the overhead
handling of materials in process, from raw
stock to finished articles on the shipping
platform. Switches, turntables, track eleva-
tors, hoists and cranes can be combined to
meet any materials handling contingency.
Tracks, trolleys, switches, swivel connections,
hoists and all necessary accessories are
illustrated, described and specified. The
"Beatty" line of ladders and extension trestles
is included in this catalogue.
RECENT APPOINTMENT
Mr. H. W. Jones has been appointed man-
ager of operations of Chatham Malleable &
Steel Products Ltd., Chatham, Ont. Mr.
Jones, who has been with the company for
over twenty years, has had wide experience
in metal stampings, rolling and machining.
Both Chatco plants are now under his charge.
H. W. Jones
602
October, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, NOVEMBER 1943
NUMBER II
"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 1MANSIÏH I» STREET - MONTREAL
CONTENTS
!.. AUSTIN WltlGHT. m.e.i.c.
Editor
LOUIS TRUDEL. m.e.i.c
Aëtistant Editor
N. K. D. SHEPPARD, u.e.i.c.
Adtertinng Manager
PUBLICATION COMMITTEE
.1. A. LALONDE. m.e.i.c., Chairman
R. DeL. FRENCH, u.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 étalement* made or for the
opinion» expretted in the following page:
PRODUCTION LINE AT MONTREAL LOCOMOTIVE WORKS . . Cover
W.I.B. Photo
DEVELOPMENT OF POST-WAR AIRCRAFT 606
James T. Bain
CANADA'S WAR PRODUCTION 609
H. J. Carrnichael
PRODUCTION PACES THE WAR 613
Chas. E. Wilson
THE CONTINUING NEED FOR THE CONSERVATION OF
RESOURCES 616
Howard Coonley
WEAPON MAINTENANCE IN RATTLE 620
Brigadier General E. E. MacMorland
EVOLUTION OF A 1300-TON PRESS 622
R. H. Ferguson
THE ENGINEER AS A PLANNER 625
Ralph E. Flanders
ABSTRACTS OF CURRENT LITERATURE 627
FROM MONTH TO MONTH 632
PERSONALS 640
Visitors to Headquarters 612
Obituaries 642
NEWS OF THE BRANCHES 643
LIBRARY NOTES 650
PRELIMINARY NOTICE 652
EMPLOYMENT SERVICE 653
INDUSTRIAL NEWS 654
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P. BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
•S. G. COULTIS, Calgary, Alta.
•G. L. DICKSON, Moncton, N.B.
tE. V. GAGE, Montreal, Que.
*F. W. GRAY, Sydney, N.S.
*E. D. GRAY-DONALD, Quebec, Que
•J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
«W. G. HUNT, Montreal, Que.
*E. W. IZARD, Victoria, B.C.
* For 1943. t For 1943-44 J For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que.
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont.
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
JJ. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que.
*G. G. MURDOCH, Saint John, N.B.
tC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
*A. E. PICKERING, Saul.t Ste. Marie, Ont.
*G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS, Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Beauharnois, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT, Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, 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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING, Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MacRAE
F. V. SEIBERT
e. STANSFIELD
G. W. WADDINGTON
JULIAN C. SMITH MEDAL
K. M. CAMERON, Chairman
C. J. MACKENZIE
C. R. YOUNG
MEMBERSHIP
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
J. E. ARMSTRONG
G. A. GAHERTY,
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prize
W. P. BRERETON, Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galbraith Prize
L. F. GRANT, Chairman
H. E. BRANDON
N. B. MacROSTIE
Zone C (Province of Quebec)
Phelps Johnson Prize (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H.F. BENNETT. Chairman R. DeL. FRENCH
J. BENOIT R. F. LEGGET
D.S.ELLIS A.E.MACDONALD
J. N. FINLAYSON H. W. McKIEL
POST-WAR PROBLEMS
W. C. MILLER, Chairman H. MASSUE
F. ALPORT G. L. MacKENZIE
J. S. BATES D. A. R. McCANNEL
dbGASPE BEAUBIEN A. W. F. McQUEEN
A. L. CARRUTHERS G. MaoL. PITTS
J. M. FLEMING P. M. SAUDER
E. R. JACOBSEN D. C. TENNANT
G. R. LANGLEY
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, Chairman
R. F. LEGGET
I. P. MACNAB
J. A. McCRORY
H. J. McEWEN
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÉ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. O. SCOTT
T. G. TYRER
H. K. WYMAN
P. E. ADAMS
J. N. ANDERSON
S. R. BANKS
H. F. BENNETT
W. D. BRACKEN
W. P. BRERETON
J. M. DAVIDSON
R. S. EADIE
E. V. GAGE
G. A. GAHERTY
R. J. GIBB
A. GRAY
J. GRIEVE
J. L. LANG
INDUSTRIAL RELATIONS
WILLS MACLACHLAN. Chairman
E. A. ALLCUT
D. BOYD S. M. GOSSAGE
J. P. BRIERLEY F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
R. DUPUIS W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
604
November, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, G. G. HENDERSON
Vice-Chair., 3. B. DOWLER
Executive, 3. F. BLOWEY A. H. PASK
A. H. MacQUARRIE
(Ex-Officio), G. E. MEDLAR
H. L. JOHNSTON
Sec.-Treas., W. R. STICKNEY,
1614 Ontario Street,
Walkerville, Ont
CALGARY
Chairman
Executive,
3. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
A. HIGGINS
W. E. ROBINSON
(Ex-Officio), S. G. COULTIS
G. P. F. BOESE
H. J. McEWEN
Sac.-rreas., K. W. MITCHELL,
803-17th Ave. N.W.,
Calgary, Alta.
CAPE BRETON
Chairman, J. A. MacLEOD
Executive, J. A. RUSSELL M. F. COS8ITT
(Ex-Officio), F. W. GRAY
Sec.-Treas., S C. MIFFLEN,
60 Whitney Av«., Sydney, N.S.
EDMONTON
Chairman, C. W. CARRY
Vice-Chair., B. W. PITFIELD
Executive. 3. A. ALLAN
J. W. JUDGE
E. D. ROBERTSON
J. D. A. MACDONALD
I. F. MORRISON
H. W. TYE
(Ex-Officio), D. HUTCHISON
E. NELSON
See.-7V«a8., F. R. BURFIELD,
Water Resources Office,
Provincial Government,
Edmonton, Alta.
A LI FAX
Chairman,
Executive,
D. C. V. DUFF
L. E. MITCHELL
P. A. LOVETT
A.E. FLYNN
G. T. CLARKE
G. J. CURRIE
J. D. FRASER
J. W. MacDONALD
G. T. MEDFORTH
J. E. CLARKE
R. B. STEWART
K. L. DAWSON
(Ex-Officio), J. R. KA YE S. SCRYMGEOUR
Sec.-Treas., S. W. GRAY,
Wartime Bureau of Technical
Personnel, 84 Hollis Street,
Halifax, N.S.
HAMILTON
Chairman, T. S. GLOVER
Vice-Chair., H. A. COOCH
Executive, C. H. HUTTON
R. J. G. SCHOFIELD
NORMAN EAGER
A. H. WINGFIELD
(Ex-Officio), W. J. W. REID
STANLEY SHUPE
A. R. HANNAFORD
Sec. Treas., W. E. BROWN.
91 Barnesdale Blvd.,
Hamilton, Ont.
KINGSTON
Chairman, K. M. WINSLOW
Vice-Chair., S. D. LASH
Executive, W. F. NOONAN
J. R. CARTER
J. D. LEE
(Ex-Officio), T. A. McGINNIS
L. F. GRANT
Sec. Treas., R. A. LOW,
Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
LAKEHEAD
Chairman, R. B. CHANDLER
Vice-Chair., S. T. McCAVOUR
Executive, S. E. FLOOK
O. J. KOREEN
E. L. GOODALL
J. I. CARMICHAEL
W. H. SMALL
A. D. NORTON
E. A. KELLY
J. S. WILSON
(Ex-Officio), E. M. G. MacGILL
(Mrs. E. J. Soulsby)
E. J. DAVIES H. G. O'LEARY
Sec.-Treas., W. C. BYERS,
c/o C. D. Howe Co. Ltd.,
Port Arthur, Ont.
LETHBRIDCE
Chairman, 3. M. DAVIDSON
Vice-Chair.,C. S. DONALDSON
Executive, A. G. DONALDSON G. S. BROWN
N. H. BRADLEY
(EzJ)fficio), J. HAÏMES
Sec.-Treas., R. B. McKENZIE.
McKenzie Electric Ltd.,
706, 3rd Ave. S., Lethbridge, Alta.
A. JACKSON
LONDON
Chairman, T. L. McMANAMNA
Vice-Chair., R. S. CHARLES
Executive, H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
F. C. BALL
V. A. McKILLOP
(Ex-Officio), F. T. JULIAN
J. A. VANCE
Sec. Treas., H. G. STEAD,
60 Alexandra Street,
London, Ont.
MONCTON
Chairman, J. A. GODFREY
Vice-Chair., A. S. DONALD
Executive, E. R. EVANS H. W. HOLE
A. GORDON G. C. TORRENS
G. E. SMITH
(Ex-Officio), H. J. CRUDGE
G. L. DICKSON
Sec.-Treas., V. C. BLACKETT,
Engrg. Dept., C.N.R.
Moncton, N.B.
MONTREAL
Chairman, R. S. EADIE
Vice-Chair., C. C. LINDSAY
Executive, H. F. FINNEMORE
R. C. FLITTON
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K. G. CAMERON
G. H. MIDGLEY
(Ex-Officio), C. K. McLEOD
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R. E. HEARTZ
W. G. HUNT
J. A. LALONDE
G. MacL. PITTS
E. V. GAGE
Sec.-Treas., L. A. DUCHASTEL,
40 Kelvin Avenue,
Outremont, Que.
NIAGARA PENINSULA
Chairman, G. E. GRIFFITHS
Vice-Chair., W. D. BRACKEN
Executive, A. G. HERR
C. G. MOON
G. F. VOLLMER
H. E. BARNETT
J. W. BROOKS
G. MORRISON
D. S. SCRYMGEOUR
(Ex-Officio), C. G. CLINE
A. W. F. McQUEEN
Sec.-Treas., J. H. INGS,
2135 Culp Street,
Niagara Falls, Ont.
OTTAWA
Chairman, G. H. FERGUSON
Executive, W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio), T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
Sec. Treas., A. A. SWINNERTON
Dept. of Mines & Resources,
Ottawa, Ont.
PETERBOROUGH
Chairman, A. R. JONES
Executive, R. L. DOBBIN
A. L. MALBY
F. R. POPE
C. R. WHITTEMORE
(Ex-Officio), D. J. EMERY
H. R. SILLS
Sec.-Treas., A. J. GIRDWOOD,
308 Monaghan Road,
Peterborough, Ont.
QUEBEC
Life Hon.-
Chair., A. R. DÉCARY
Chairman, RENÉ DUPUIS
Vice-Chair., E. D. GRAY-DONALD
Executive, S. PICARD G. ST-JACQUES
L. GAGNON A. E. PARÉ M
G.W.WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec.-Treas., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman, CHAS. MILLER
Vice-Chair., G. B. MOXON
Executive, J. FRISCH W. E. COOPER
F. T. BOUTILIER
(Ex-Officio), R. H. RIMMER J. W. WARD
ALEX. T. CAIRNCROSS
Sec.-Treas.. ALEX. T. CAIRNCROSS,
8-C Brittany Row,
Arvida, Que.
M. EATON
J. JOYAL
SAINT JOHN
Chairman, A. O. WOLFF
Vice-Chair., C. D. McALLISTER
Executive, G. M. BROWN
C. C. KIRBY
(Ex-Officio), G. G. MURDOCH
J. P. MOONEY
D. R. SMITH
G. W. GRIFFIN
Sec.-Treas., F. A. PATRIQUEN,
P. O. Box 1417
Saint John, N.B
ST. MAURICE VALLEY
Chairman, 3. H. FREGEAU
Vice-Chair., R. DORION
Executive, G. B. BAXTER
E. BUTLER
A. G. JACQUES
R. D. PACKARD
E. T. BUCHANAN
W. E. A. McLEISH H. G. TIMMIS
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Sec.-Treas., DAVID E. ELLIS,
Shawinigan Water & Power
Company,
P.O. Box 190,
Three Rivers, Que.
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., 3. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec. Treas., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE. MARIE
Chairman. N. C. COWIE
Vice-Chair., A. M. WILSON
Executive, C. O. MADDOCK
C. R. MURDOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
(Ex-Officio), 3. L. LANG
A. E. PICKERING
L. R. BROWN
Sec. Treas., O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
TORONTO
Chairman, W
Vice-Chair., S.
Executive, F.
E.
C.
(Ex-Officio), H.
T.
N.
J.
Sec.-Treas., S.
VANCOUVER
Chairman, W
Vice-Chair., T.
Executive, 3 .
R.
(Ex-Officio), Vf
C.
Sec.-Treas., P.
, H. M. LAUGHLIN
R. FROST
J. BLAIR R. F. LEGGET
G. HEWSON A. H. HULL
F. MORRISON E. A. CROSS
E. BRANDON W. S. WILSON
H. HOGG C. R. YOUNG
MacNICOL
M. VAN WINCKLE
H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont.
. N. KELLY
V. BERRY
P. FRASER H. P. ARCHIBALD
E. POTTER I. C. BARLTROP
S. JONES H. J. MacLEOD
O. SCOTT
E. WEBB
B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C
VICTORIA
Chairman,
Vice-Chair
Executive,
KENNETH REID
A. L. FORD
H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
SecTreas., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman,
Vice-Chair
Executive,
3. T. DYMENT
T. H. KIRBY
C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
(Ex-Officio), W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
Sec.-Treas., T E. STOREY,
55 Princess Street,
Winnipeg, Man.
THE ENGINEERING JOURNAL November, 1943
605
DEVELOPMENT OF POST-WAR AIRCRAFT
JAMES T. BAIN
Superintendent of Engineering and Maintenance, Trans-Canada Air Lines, Winnipeg, Man.
An address delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, Ont., on September 30th, 1943
The subject of post-war aviation has been discussed by
almost everyone who can catch anyone to listen to him.
Never a day passes without some additional writings on
the future centres of global aviation or the monster aircraft
that will be used as operating media.
It is indeed fortunate that there are some shining lights
of sound engineering and common sense to guide safely the
development of the transport aircraft through the amazing
welter of words that have been written. One such shining light
is the Wilbur Wright memorial lecture delivered before the
Royal Aeronautical Society in London by Edward Warner,
vice-chairman of the Civil Aeronautics Board at Washington.
Because of Mr. Warner's lecture, I do not propose to discuss
the aerodynamics of post-war aircraft, but rather to present
the viewpoint of an operator, nor do I propose to enter into
any discussions on public service, national prestige, politics,
or the well-being of this crazy world's peoples. Aircraft
operation is a commercial enterprise which must be devel-
oped in terms of dollars and cents if it is to succeed. The
truth is that the best air transportation will sell most easily,
so our endeavours for improvement are largely dictated by
a need for greater saleability.
The stock in trade of air transportation is speed with
safety, regularity, and comfort. The speed factor is already
sufficiently established to satisfy immediate requirements;
comfort is reasonable but can be considerably improved;
regularity has not been attained, and the reserve margin
of safety in operation is less than any other form of trans-
portation. Without much higher standards of safety and
regularity, air transportation cannot progress to the vast
horizons that have been forecast so freely.
My discussions to-day on the form of our post-war air-
craft are based on two convictions.
No Revolutionary Structural Changes in
Post-war Period
The first is that the basic aeroplane as we know it to-day
will not undergo any revolutionary structural or size change
for a considerable time in the post-war period.
I will briefly outline a few of the factors which I believe
support this contention.
Probably the most simple reason is that the only types
from which immediate post-war aircraft can be developed
are the present military and transport aircraft. With the
concentrated effort there is on all sides for war production
the application of sufficient engineering time to develop
new commercial aircraft is simply not possible. Admittedly
one cannot visit any manufacturer's plant without someone
opening a desk drawer and pulling out a preliminary speci-
fication of what he proposes to build, but the difference be-
tween preliminary specifications and completed aircraft may
well amount to four or more years of hard work. The design
and construction of a new aircraft is a long and costly
business and, associated with it, is the mass of detail speci-
fications of items which the aircraft manufacturer himself
purchases as completely designed units.
Even if the manufacturers were able to give sufficient
time and study to new type aircraft, from what basis are
they to start ?
The best heads in the industry have variously estimated
traffic potentials at anything between prewar level and as-
tronomical percentages of increase. Each new estimate is
made from what appear to be logical assumptions. They
can't all be right. One committee sets up a 20-passenger
aeroplane as the most essential requirement and another
fellow is planning a 300-ton monstrosity as his interpreta-
tion of pressing necessity. The fact is that no one yet knows
how post-war aviation will develop. The entire situation
depends on the economics of the world reconstruction that
will follow the present holocaust. We cannot compare
masses of population in North America and Continental
Europe and make assumptions on traffic potentials based
on prewar North American standards of living. It may and
probably will take years to justify any volume of trans-
oceanic travel.
In many respects, desires are conflicting. For example, on
one hand it is known the frequency of flight with small
aircraft will give many advantages such as a higher per-
centage of non-stop flights ; flexibility of aircraft disposition
and routing; more desirable travel times for the greater
number of people and higher percentages of revenue hours
flown. On the other hand, there is the desire to provide the
spacious comfort of the larger aeroplane which has the in-
herent penalties of lower frequency of service and a smaller
percentage of nonstop flights.
The air cargo picture is still so obscure that no one is yet
able to determine whether or not mail and air express will
be carried in special-type aircraft or carried in regular
passenger-service aircraft. National standards of living, cost
of aircraft production, disposal of wartime equipment
and many other variables make any estimate of little more
value than blind guesswork.
With the evidence that future requirements of aircraft
types and sizes cannot be deducted from any existing sta-
tistics, I am forced on the conclusion that such intensely
interesting developments as flying-wing aircraft and jet pro-
pulsion must for the time being be left to our research
engineers and to the relatively distant future. We are
immediately concerned with getting air transportation back
on its own feet and essentially this must be done with what
we already have in the line of equipment.
Effect of Wartime Developments
Many of us are labouring under the belief that the
war has given tremendous impetus to the development of
the aeroplane. This is an illusion from which we must free
ourselves. Because of the war it is true that many equip-
ment items have undergone forced growth and will be avail-
able after development and adaptation for the furtherance
of peacetime commercial operation. Even this benefit may
be delayed or destroyed unless we can overcome the problem
of disposal of wartime aircraft and equipment without put-
ting the entire aircraft manufacturing industry out of
business.
In the immediate prewar period, several new transport
aircraft were under development and construction. Notably
such manufacturers as (alphabetically) Boeing, Curtis,
Douglas, and Lockheed were developing newer and larger
airline equipment based on specifications compiled in con-
sultation with the commercial operators. The commence-
ment of hostilities stopped the development of these air-
craft as commercial types and put an approximate version
of them into military garb for the duration. Additionally,
the commencement of hostilities drastically altered every
airline operation. Shortage of aircraft has resulted in sched-
ules being run at times dictated by maintenance require-
ments. There has been no advance in the methods of opera-
tion since the war started. The airlines have been "getting
by" and it has been a hard struggle to maintain prewar
standards. The point I am trying to make is that at the
cessation of hostilities we will, with luck and good govern-
606
November, 1943 THE ENGINEERING JOURNAL
ment policies, be starting in where we left off at the begin-
ning of the war.
It has been contended that the operations of the various
Air Transport Commands have developed transport air-
craft, have "taken the bugs out" of the new types. I contend
that on the contrary, the job would have been done better
and faster by commercial operators. Without the war, the
concentration of knowledge that existed in manufacturers
plants and the airlines would have more easily solved shake-
down troubles. The operations of Air Transport Commands
do have some lessons for us. Their practice of using heavier
gross loads than are normal in transport aircraft has caused
many people to question the validity of present airworthi-
ness strength factors and performance requirements. Per-
sonally, I believe that it is essential that we proceed with
extreme caution in attempts to revise airworthiness re-
quirements or we are liable to experience a reduction in
safety standards that are already not too high.
I would like to give just one more reason why we will
have no radical changes in aircraft design for some years
to come.
Aeroplanes such as the Douglas DC-4 and the Lockheed
Constellation were designed in the prewar years because the
airlines had need for them. Such considerations as (1) im-
provement of safety standards with four-engined equip-
ment; (2) improved performance and passenger comfort;
(3) the probability of all first-class mail being airborne, and
so on, made these aircraft necessary for normal airline de-
velopment. Had there been no interruption by war, all
the major airlines would presently be flying with these
larger aircraft.
The programme of purchasing new equipment is the im-
mediate prospect of all airlines as soon as manufacturing
facilities are available. The strain on financial resources
will be very heavy. It will be impossible to repurchase air-
craft with each minor advance in design.
If the costs of air transportation are to be kept down to
usable levels, it is only when it is economically better to
re-equip than to continue existing aircraft in operation,
that an equipment change is possible. From all present in-
dications, this condition will not be reached for a number
of years in the post-war era. I personally believe that full
depreciation in six years from purchase date will be a
reasonable figure.
So much then for my conviction that commercial aircraft
will not undergo any revolutionary changes for a consider-
able time in the post-war years.
Revised Standards of Safety and Regularity Needed
My second conviction is that we have got to revise our
thinking regarding aircraft operation and develop new methods
to achieve the necessary standards of safety and regularity.
I propose to briefly discuss present practices and attempt
to show some possible corrections.
Two major functions are involved in the flight operations
of aircraft:
(1) The maintenance and overhaul of aircraft to insure
mechanical perfection at all times and
(2) The flight of the aircraft from departure point to
arrival at destination.
I am omitting reference to the many associated functions
such as traffic, ground communication, and passenger serv-
ice, because they do not directly affect this discussion.
Taking first the function of maintenance and overhaul,
we find that present practices on all airlines broadly follow
the same lines.
After a certain specified period of operation, each air-
craft is removed from service for inspection and what can
be called "preventive maintenance work."
The "ou t-of -service" period varies with the particular
inspection or "check" to be made and ranges from a few
hours for the frequent daily or "line" check to several days
for a major overhaul. I have already referred to the fact
that present-day flying schedules are virtually dictated by
the necessity of conducting maintenance work at specified
times. On the major routes, layover times have been re-
duced to the minimum and aircraft are flown continuously
regardless of desirable schedule times until removed from
service for routine maintenance inspection and adjustment.
In maintenance work the emphasis has always been on
airworthiness and no lowering of standard has been per-
mitted. Since the war, the airline passenger may have had,
on occasion, some reason to complain about some of the
niceties of air travel which have had to take second place.
Heating systems, upholstery, food service and the like, have
very correctly been sacrificed in some degree to airworthi-
ness and the maximum number of flight schedules.
In spite of the emphasis given to maintenance necessities,
the airlines are fortunate over each year's operation to
average 12 hours in service per day per aircraft.
It is very seldom in these days of equipment shortage that
spare aircraft are available to cover mechanical irregulari-
ties, and such minor troubles as defective cowl flaps or
spark plugs can cause delays of some hours in scheduled
operation. In some cases where trouble-shooting is difficult,
it may be necessary to cancel the schedule or, if it is avail-
able, to ferry a replacement aircraft. In either event, there
will be a rushed concentration of highly skilled ground
mechanics to correct the defect in the grounded aircraft.
Under the present system, maintenance supervisors are
always faced with the problem of the immediate future and
very often the only planning and control of work that can
be done depends on comparatively speaking "snap jugd-
ments."
This roughly covers the picture of airline maintenance,
without elaboration on the shortage of men, equipment,
accommodation, and knowledge that presently makes life
so complicated.
Designing for Ease in Maintenance
Present-day aircraft by their nature are extremely com-
plicated mechanisms condensed into small bulk. It is true
to say that the manufacturers could have done a great deal
more than they have to simplify maintenance and overhaul
problems, but in the past, the small voices of the airline-
maintenance mechanics and the factory project engineers
have pleaded in vain for a study of maintenance facility.
The designers of aircraft have always concentrated on the
aerodynamic properties of their products to the almost total
exclusion of all else.
Aircraft now being built are beginning to show that a
little more consideration has been given to the importance
of ease in aircraft maintenance, but the optimum cannot be
obtained with most of the types of construction being used
and it will continue to be virtually impossible to make
every individual component easily replaceable and acces-
sible until suitable construction methods are adopted.
I would like to present some suggestions which I believe
will make it entirely possible to overcome some of the major
defects in our present system of maintenance and overhaul.
The war has taught the aircraft manufacturers a great
deal about what can be called "unit" construction of air-
craft. The conservation of floor area and the necessity of
subcontracting major portions of their finished products
have developed accurate jig and tool work in the fabrica-
tion of aircraft in sections. During final assembly the many
sections are brought together and made up into a single
complete unit.
With a little care in design and our understanding of
the operator's requirements it should be possible to con-
struct an aircraft from sections similar to those presently
being used but having the major difference that they can
be subsequently disassembled from the complete aircraft
with ease and rapidity.
As an example of what I mean it should be possible to
remove the entire tail unit of an aircraft complete with fins,
rudders, elevators, and their controls in a period of 15
minutes and replace a similar unit in the same period of
THE ENGINEERING JOURNAL November, 1943
607
time. Power plants should all be exactly alike and quickly
replaceable by simply disconnecting one electrical attach-
ment, a gas line, the controls, and a few easily accessible
bolts. (Manufacturers, please note that the oil tank and
system is part of the power plant.) The entire aircraft
structure and furnishings should be an assembly of units
which can be quickly and easily disassembled and re-
assembled.
When designing the installation of the accessory and in-
strument systems, care should be taken to group associated
items in readily accessible and quickly removable compart-
ments or panels. Any items which cannot be grouped in
such a manner, should be disposed individually in such a
way that they can be reached and replaced in a maximum
period of five minutes.
All of these construction features are quite possible. To
some extent the airlines themselves achieve some measure
of maintenance facility and interchangeability after delivery
from the manufacturer. There is much however that cannot
be corrected after construction and must be accomplished
in the basic planning and development.
With aircraft designed and constructed in the manner I
am suggesting, a picture very different from the present
one would be seen in the function of maintenance and
overhaul.
With the facility of quickly replacing a defective unit,
the aircraft need only be grounded during the process of
change, the reconditioning of the removed unit being done
at leisure after the aircraft has proceeded on its way. The
interruption of flight schedule by mechanical defects would
be reduced to a minimum. For example, if a spark plug
goes dead (which generally necessitates up to a three-hour
job to replace the set) the entire power plant would be
quickly pulled out and the schedule continued with a re-
placement unit.
Advantages of Improved Maintenance
Such a system would have many advantages which may
be listed as follows:
(1) The improvement in regularity of schedule is obvious.
(2) The hours in service per day per aircraft would be
appreciably stepped up.
(3) The overhaul or reconditioning of units could be plan-
ned in a smooth flow of work. The high pressure rush periods
and depressed slack periods would be largely eliminated.
(4) The overhaul of aircraft would be going on continu-
ously without the present large sacrifice of valuable revenue
hours.
Being something of a maintenance man, I will not
elaborate further, but am quite prepared to talk anyone
down on this pet subject.
Since the earliest days of flying machines, several factors
have contributed to develop flight operations as we see them
to-day.
Briefly examining a few of the more important of these
factors, we see that aircraft structures and engines are now
very reliable jobs of engineering. Mechanical defects and
irregularities no longer jeopardize the safety of operation
and I have just outlined some proposals to overcome the
defects in regularity.
Weather reporting and forecasting has progressed a long
way since the day when, before taking off, one tossed some
blades of grass in the air to find out which way the wind
was blowing. We cannot yet control the weather but weather
forecasting has become reasonably reliable and, with war
restrictions removed, will undoubtedly be on the way to
becoming an exact science.
One of the greatest contributions to successful flight oper-
ations has been the development of aircraft radio. Contin-
uous contact with aircraft in flight, precision in navigation
by "beam" flying, position fixes or bearings are now com-
monplace, while static-free radio, terrain clearance indi-
cators, blind-landing systems, radio control, and radar are
opening up new vistas.
Aircraft accessory and instrument development has
greatly increased the scope of operations and when used
correctly contributes greatly to safety and regularity.
Pilot the Most Important Factor
In all the phases of operation, the advance has been rapid
and reliable but there remains one and possibly the most
important factor of all that cannot adequately progress
with the present system. I refer, of course, to the pilot
of the aircraft.
In earlier days a pilot had to be part fool and part juggler.
His instruments were very elementary and his own senses
were the most reliable guide he had to tell him if his juggling
with joy stick and rudder bar was producing reasonably
correct results. I take my hat off to these boys. They made
air transportation possible. Since those early days there
has been rapid advancement of the flying machine. Improve-
ments in airframes and engines have greatly extended the
scope of operations ; the development of radio and precision
blind-flying instruments has made it possible to navigate
accurately without visual contact with the ground. Blind-
landing systems and precision altimeters now allow opera-
tion under hitherto impossible conditions of cloud height
and ground visibility, but the fact still is that the safety
of air transportation rests on the pilot of the aircraft. We
have to rely completely on that most unstable of all un-
known factors — the individual human being.
Most people will argue that the addition of all the present-
day specialized equipment and the presence of specialists
in the flight crew decreases the load on the pilot. I contend
this is totally wrong. A study of the facts shows, as is
proved by the record of accidents, that each new develop-
ment, each new so-called aid or safety device, has placed a
further burden on the skill and knowledge of the pilot and
has been used to permit operation under still more adverse
atmospheric conditions than was previously possible.
In no other form of transportation are such terrific de-
mands made on a human being. Additional training, addi-
tional "aids" cannot correct this condition.
Automatic Ground Control Foreseen
Now I will examine aircraft flight operation as I believe
it can and must be, before we can hope to make any real
progress.
First, let us take an example from one of the older broth-
ers in transportation.
If my understanding is correct, the "underground" or
"tube" train system used in London, England, which han-
dles astronomical numbers of passengers each day is com-
pletely provided with automatic safety controls. There is
a driver or engineer aboard all trains, but apart from stop-
ping and starting at the exact spot on the station platforms,
and maintaining his stop to stop schedule, there is nothing
he can do which will jeopardize the safety of his passengers.
If he fails to stop at a station, the train is stopped by auto-
matic control. If he gets ahead of schedule to the point of
overtaking another train on the same track, the power is
automatically cut off. It is impossible for a delayed train
to proceed on its own initiative unless all tracks ahead of
it are clear. If the driver falls asleep or otherwise becomes
unconscious, the power is disconnected from his train by a
"dead-man control".
This whole system is controlled by comparatively ele-
mentary electrical devices, yet the result to date is 100 per
cent safety of operation. Some inconvenience to passengers
perhaps on occasion, but never an injury, never a serious
dislocation of traffic.
Every element that could endanger the safety of passen-
gers in this extensive system has been designed to eliminate
reliance on the individual human element.
The same basic principles as used by this British railway
system, adopted and developed for flight operation, present
a most logical future for air transportation.
608
November, 1943 THE ENGINEERING JOURNAL
In my conception of correct flight operations, the mechan-
ical handling of aircraft will be completely and automatic-
ally controlled from ground stations.
Consider for a moment some of the radio and instrument
developments that already exist: (1) Since the early 1930's,
the DeHavilland Queen Bee has been used as a radio-con-
trolled anti-aircraft gun target; (2) the Lorenz and Indian-
apolis blind-landing systems have been used for some years;
(3) the control of flight path by an automatic pilot has al-
most reached perfection ; (4) with provision of correct ground
facilities, we have aircraft position indicators which will
exactly locate an aircraft over any route in the world. Radio
beams, collision indicators, terrain clearance indicators,
radar, and hosts of other developments are now available.
It takes but little imagination to visualize an integrated
system of ground control built with our existing knowledge.
I am not suggesting for a minute that aircraft will be
controlled from the ground in the immediate post-war period,
but I am suggesting that now is the correct time to adopt
the principle.
Imagine for a moment an aircraft in stormy weather, or
meeting unpredicted adverse weather conditions. With his
mind free of the encumbrances of a host of mechanical
gadgets, our future airline captain will be able to apply
all his mature judgments to governing the flight conditions.
He will not be wrestling a control column and rudder bar
because they, I hope, will be painted red and tucked away
in a glass case labelled "for use in extreme emergency only."
Conclusion
In conclusion, I think it is correct to look a little further
into the future. There appear to be three phases through
which we must develop. The first I have described as I see
it. It can be covered by repetition of my convictions that
there will be no revolutionary changes in aircraft for some
years in the post-war period, but we can expect a consider-
able change in the detailed design of aircraft and the prin-
ciples of flight operation.
The second phase will develop naturally from the first
and in it we shall see revolutionary designs of greater
efficiency.
The third phase will only be reached when some degree
of stabilization of aircraft design has been attained. It will
be in this third phase that we can expect great reductions
in the cost of air travel and the universal acceptance of the
flying machine as the standard method of transportation.
CANADA'S WAR PRODUCTION
H. J. CARMICHAEL
Co-ordinator of Production, Department of Munitions and Supply, Ottawa, Ont.
A luncheon address delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, October 1st, 1943.
To discuss Canada's war production before a meeting of
the American Society of Mechanical Engineers and the
Engineering Institute of Canada is a privilege. I am hon-
oured by the opportunity to pay tribute to two organiza-
tions which, in their respective countries, have played such
an important part in this war.
There has never been a conflict in which the production
front has been so vital. On that front you have won victories
all the way down the line. You have contributed to phe-
nomenal feats of output. You have designed new and better
weapons. You have perfected new and better ways of mak-
ing things. You are doing your full part in turning the tide
of battle against our enemies. And for what you are doing,
for the contribution your organizations have made, you
have earned the gratitude of the fighting forces and the
appreciation of democracy.
You are men who know much about internal and specific
matters of war production. To-day I would like to speak to
you from the administrative end, and tell you something
of what Canada has done.
All war materials made in Canada for the armies of the
United Nations are contracted for and produced under the
direction of the Department of Munitions and Supply. Thus
the production can be co-ordinated to the highest degree.
Thus the available facilities and materials can' be used to
the greatest advantage.
In no other country is all the purchasing for the armed
forces carried out by one central body. Canada is unique
in this respect. There is no competition between the armed
services for supplies. But we have gone even further than
this. In no other country has the body which supplies the
services the power to mobilize industry and resources to
attain maximum production.
Perhaps this compact organization could not have been
achieved if Canada were not a relatively small country. But
on the other hand the very diversity of our resources, the
vast geographical expanse of the nation and the smallness
of our population, have created problems that have made
it very difficult to obtain unified control of all war produc-
tion and supply. Nevertheless, that is our system. And it
works.
The administrative organization is as follows:
Our production of war materials is under the direct super-
vision of the Co-ordinator of Production, who is also Chair-
man of the Production Board. The Chairman of the Wartime
Industries Control Board, whose various controllers control
the production of all basic raw materials, is a member of
the Production Board. This close relationship makes for the
utmost co-operation and intimate knowledge of the require-
ments of war production. New programmes are divulged at
their very inception, before the money is appropriated for
the building of plants and the purchase of new equipment.
The Production Board consists of twenty members, who
are Directors General and Presidents of Crown Companies,
or are other officials who are responsible for the production
of munitions. Meetings are held regularly once a week. All
problems affecting the welfare of the over-all production of
war materials are discussed, and what is by far the most
important, all new projects involving capital expenditure
of even minor nature must receive the approval of the Board
—if under $50,000 through the Chairman; if over $50,000
by a vote of the entire Board.
Even those items under $50,000 are listed before the
meeting. Any Director General who feels that another
Director General is making an expenditure that is unwar-
ranted has the right to protest and discuss his reasons for
so doing. Discussion in many cases discloses the fact that
there is surplus capacity existing which makes the expansion
by new facilities entirely unnecessary.
Every appropriation submitted to the Board must clearly
indicate that the interested controllers certify to the avail-
ability of all materials and essential services required.
In the Office of the Co-ordinator of Production, there is
complete information and data on all machine tools, both
THE ENGINEERING JOURNAL November, 1943
609
Government-owned and privately-owned, with detail as to
their physical condition. We also know the amount of skilled
and semi-skilled labour, as well as the floor space in existing
plants. This information is revised periodically and con-
trolled through five offices located at Halifax, Montreal,
Toronto, Winnipeg and Vancouver. Competent staffs are
available to advise and assist Directors General and prime
contractors, when requested, as to what facilities are avail-
able. Through the Machine Tools War Service Committee,
under the Chairmanship of Mr. J. G. Notman, Assistant
Co-ordinator of Production, hundreds of machine tools are
transferred from one plant to another as the demands re-
quire. When possible, the work is transferred rather than
the machine tools, to plants where the personnel is already
trained.
The total value of Canadian war production, exclusive
of minerals and food stuffs, for the fiscal year 1941-42 was
approximately $1,450,000,000; in the fiscal year 1942-43,
approximately $2,740,000,000; and in the fiscal year 1943-
44, it is estimated that it will be approximately
$3,500,000,000.
If the war exports of food and strategic raw materials
were added to the 1943-44 picture, there would be
$910,000,000 added to the above total.
The total capital assistance on fixed assets since the start
of the war approximates $1,000,000,000.
As engineers you can appreciate the magnitude of the
problems this country faced in taking on the job of making
munitions and armaments of war. The layman, for example,
has no conception of what it meant to establish production
of anti-aircraft guns in Canada. A modern anti-aircraft gun
may consist of as many as four thousand separate parts,
demanding the finest sort of precision work. You need very
complete plans and specifications, you need highly skilled
workers, you need machine tools, and above all you need
gun steel and high quality alloy steel.
Unlike other nations, we had no established armaments
industry. We had neither the tradition, the experience, the
workers, nor the plants. We had never made gun steel. But
we set to work and established an armaments industry. We
converted. We improvised. We got the steel. We got the
plants. We got the tools. We trained the workers. Often
we had to work from incomplete plans and specifications.
But now we are turning out anti-aircraft guns, field guns,
naval guns, tank and anti-tank guns equal to any in the
world.
In that instance Canada established an entire new in-
dustry from scratch. We had to do pretty much the same
thing in the field of ammunition. Even in the last war we
had never turned out complete rounds of heavy ammuni-
tion. In this war, working against time, we created an
entire industry, for the manufacture of heavy and small
arms ammunition, depth charges, land mines and aerial
bombs.
In other instances we had a basis for conversion and
expansion. We had an automotive industry. But as you
know there is a big difference between a commercial truck
and a universal carrier, between a light coupé and a field
ambulance. Canada's automotive industry had to practically
turn itself inside out overnight, but it has produced more
than 550,000 units of mechanized transport for the United
Nations. We had a small peacetime aircraft industry turn-
ing out a handful of planes a year. That has been converted
and expanded far beyond its pre-war capacity until now
we are turning out eight of the finest trainer and combat
types in the world. We had a small radio equipment indus-
try. With radio revolutionizing communications in modern
warfare we have been called on to make the most intricate
types of modern signals and communications equipment.
We shall turn out $250 million worth of that material this
year for the United Nations. One type of vehicle radio set
for instance has 6,000 parts and for each of these parts the
schedules call for essential spares. That set is only one of
100 equipment types, ranging from telephone supplies to
the most secret developments of radio location and detec-
tion apparatus.
We had shipyards in this country but Canada had not
built a seagoing vessel in the last twenty years. Here again
a huge industry has been created from a small peacetime
nucleus and our yards are not only turning out merchant
vessels to carry our supplies across the sea, but naval vessels
to protect them. It was a red-letter day for Canada when
the first Canadian-made destroyer was launched at Halifax
two weeks ago.
These are only a few of the high spots. To-day Canadian
production is at a high level, virtually at its peak. The
latest figures available to me indicate that our machine
gun and small arms production was up 50 per cent this
summer over 1942. Small arms ammunition production is
up by 30 per cent. The output of chemicals and explosives
has mounted by some 10 per cent. We have doubled our
production of signals and communications equipment over
last year. Gun production has increased by 15 per cent.
And although the number of planes produced has hardly
varied from the 1942 output we are now producing more
service planes and heavier types, so that on a dollar or
poundage basis our plane production has substantially in-
creased. Ship production reached a peak on September 18th
this year, when we launched our 620th ship. Of those 215
were cargo vessels and 405 were escort and other types.
The whole history of this amazing wartime industrial
revolution in Canada — for it amounts to a transformation
that would have taken at least a quarter of a century under
normal conditions — breaks down into four phases. The first
phase began in June, 1940, when we took on the job of
helping replace Britain's lost equipment after Dunkerque.
1940 was a period of planning and organization. 1941 was
occupied with construction, the expansion of industrial facili-
ties, and the beginning of production. In 1942 we were
turning out all the munitions and materials on our list
and increasing the output. This year we have reached the
peak and have been revising the programme in line with
the new needs and requirements which have grown out of
United Nations successes in the war.
The total value of the contracts awarded by the Depart-
ment of Munitions and Supply for war materials is now in
excess of $8,900,000,000, exclusive of food and raw
materials.
The first quarter of 1943 represented Canadian war pro-
duction of munitions at maximum rates of output in dollar
value. While certain aircraft and naval escort vessel pro-
grammes have not reached their peak, ground army equip-
ment is at its peak; the decline which will occur in this line
of war material will be counter-balanced by an increase in
naval and aircraft production.
The percentage distribution of our war production by
Governments for 1943 is as follows:
Canada 30%
United Kingdom and other Empire countries 48%
United States, through War Supplies Limited 22%
The Canadian programme is therefore in large part de-
termined by the requirements of the United Nations rather
than by the requirements of the Canadian Armed Services.
All possible efforts have been made to integrate the pro-
duction of Canada with that of the United Kingdom and
United States with a view to maximum utilization of re-
sources. Canadian munitions and supplies have been shipped
to all the United Nations and have participated in all the
theatres of war.
Through the medium of the Joint War Production Com-
mittee, Canada and the United States, the production of
war materials has been very closely co-ordinated and con-
trolled by regular meetings of the various sub-committees.
These are headed by the respective officials in each country
who are responsible for production, to ensure the maximum
use of existing facilities and to take full advantage of tech-
nique and material savings. In a great many instances, com-
ponents have been transferred between the two countries
610
November, 1943 THE ENGINEERING JOURNAL
so that the maximum output of various munitions of war
might be attained.
Technicians in both countries have readily disclosed to
each other all improved methods. Blue prints, jigs, dies
and fixtures and all pertinent production data have been
freely interchanged between the two countries. New pro-
cesses developed have been immediately made available
between the two nations and a more complete system of
co-operation and co-ordination than that attained seems
impossible. For this magnificent result, great credit must
go to sub-committee chairmen and executive directors, who
have been so active in this regard.
The total amount of war contracts placed by the United
States since the inception of the Joint War Production
Committee amounts to well over one billion dollars, of
which over 675 millions have been delivered; the balance
will be delivered at the rate of 50 millions per month.
We in Canada who are closely associated with the activi-
ties of war production in the United States realize that the
output there has reached such stupendous totals that pre-
war comparison results in rather fantastic percentages. At
the present time we understand that your production in
the United States exceeds the combined output of our
enemies. This is a great feat and is bad news for all the
aggressor nations.
We in Canada feel that our effort is dwarfed alongside
of your extraordinary production record, but we have been
greatly encouraged by statements made by your great war
President, Mr. Roosevelt, to the effect that per capita
Canada's contribution in men and materials exceeds that
of the United States.
Dealing specifically with war production in Canada, at
the present time this is at its maximum as far as physical
volume is concerned, and its value totals 23^ billion dollars
of direct war materials, not including metals and foodstuffs,
which would add another billion dollars if the exports of
metals and foodstuffs to the United Nations were included.
According to all reports that we receive from the various
fighting troops, Canadian supplies are proving of a calibre
and quality second to none.
At the present time over one million Canadians are en-
gaged in Canada's war programme. Over 250,000 of them
are women who are doing a splendid job with their fellow
men-workers in producing an ever-increasing stream of war
supplies.
Since the outbreak of the war, Canada has developed a
great shipbuilding industry which has already launched well
over 600 vessels of the cargo, combat and escort types,
completely equipped with components manufactured in
Canada. Any one who is familiar with the enormous amount
of equipment on a modern escort vessel will realize what a
titanic task this was. In addition, over 4,000 smaller craft
have been produced in Canada. In fact, ships are being
launched now at a rate of one a day.
Our infant aircraft industry will have produced 10,000
planes by the end of 1943. Were it not for the fact that this
year's production was interrupted by a major changeover
affecting practically every plant in the Dominion, this figure
would have been greatly exceeded.
Canada's production of mechanical transport and ar-
moured fighting vehicles exceeds 550,000. In a recent ad-
dress, Donald Nelson, Chairman of the War Production
Board, stated that according to official figures, one-third
of all the mechanical transport used by the fighting forces
of the United Nations was produced in Canada. This, you
will agree, is an enviable record.
Our newly-created ordnance industry has produced ap-
proximately 60,000 units of heavy ordnance and 800,000
small arms weapons. Over 467,000,000 rounds of filled am-
munition have been delivered by our various filling plants
and our production of small arms ammunition has reached
the staggering total of two billion, five hundred million
rounds.
In order to carry out this enormous programme, it has
been necessary for our chemicals and explosives industry
to produce one million tons of chemicals and explosives.
The output of the instruments and communications
Industry exceeds $200,000,000, and by the end of this
year, production will be at the rate of $250,000,000 annu-
ally. This from an industry whose normal peace-time pro-
duction was approximately $10,000,000 a year.
Miscellaneous stores have been made to the extent of
2x/i billion dollars since the start of the war. This covers
everything from pins to locomotives.
These statistics give a broad picture of our over-all pro-
gramme. There are however important items which are
seldom considered when weighing our war effort.
First, there is the great task of maintaining and keeping
flying the planes required in Canada's gigantic British Com-
monwealth Air Training Plan. This little-heard-of industry
occupies well over two million feet of floor space and em-
ploys over 15,500 workers, of whom about 35 per cent are
female. They render repair and maintenance service to en-
gines and airframes to the extent of about one million dol-
lars per week.
The second of these activities is ship repairs. During the
first three years of this war, exclusive of naval ships, this
division of our war effort has repaired over 5,000 vessels,
averaging 4,000 gross tons each. This represents putting
back into war service 20 million gross tons of shipping.
Now that Canada has assumed a greater share of the
responsibility for convoying ships to Britain, this work
will continue to expand.
Finally, Canadian engineers throughout the war have
constantly developed for us better methods, better designs,
and better weapons. As these have been developed, tested,
and proved they have been adopted not merely by Canada,
but by the Allies. As an example, Canada has developed
self propelled gun mounts, and only recently we have de-
signed and are now producing a 20 mm. anti-aircraft gun
and its multiple mountings. This gun has been tested and
proved overseas where it was received most enthusiastically.
In the production of raw materials, Canada's record is
just as impressive as in the field of finished munitions. Our
production of steel is more than double the peak of any
pre-war year and now exceeds an annual rate of three million
tons. Canada has expanded its alloy steel production to well
over ten times its pre-war peak, and is practically self-
sufficient in this line.
Further, Canada is now the greatest base-metal exporting
country in the world, having achieved the largest output
in her history, and is producing the following percentages
of the combined output of the United Nations:
Nickel 95%
Asbestos 75%
Aluminum 40%
Mercury 20%
Zinc 20%
Lead 15%
Copper 12^%
Many other vital metals are being produced in substantial
quantities.
Canada's output of these and many other commodities
has made it necessary to add nearly two million horsepower
to its pre-war total power installation of slightly over seven
million horsepower, which it had taken forty-five years to
develop.
We have spent over a billion dollars in expanding and
equipping war plants and defence projects — creating many
new industries whose techniques were previously unknown
to our country. In connection with this programme, twenty-
eight Government-owned companies have been formed to
assist in the production of essential war materials and the
control of war services. In setting up these companies
great care was taken to select personnel whose experience
and record showed them most capable of carrying the im-
portant responsibilities assigned to them. As a result, very
efficient operation has been attained.
THE ENGINEERING JOURNAL November, 1943
611
As already stated, the job of production is closely linked
with the job of control and the Chairman of the Wartime
Industries Control Board is also a member of the Production
Board. As Canada plays an important role in the co-or-
dinated Anglo-Canadian-American production programme,
our problems of raw materials supply are very complex. We
hear some criticism of details of control policies from time
to time, but it must be remembered that our whole pro-
duction programme depends on effective control of materials
and services.
You cannot make guns without steel ; steel plants require
coal; you cannot supply coal without transportation; a
manufacturing plant cannot run without electricity,
ships must have engines, and to make engines you
must make the parts. One missing part may mean that a
ship cannot sail or a bomber cannot fly or a gun will not
fire. So one war plant cannot have materials and services
at the expense of another. It is a very intricate set-up and
the wonder is that it runs as smoothly as it does. And in
addition, parallel to the problems of wartine production,
are the problems of producing for the civilian population.
The Control Board has the gigantic job of finding enough
timber, rubber, steel, copper, power and other services and
materials for the war programme. Every controller tries to
meet the war demand for the goods and services under his
jurisdiction. Then the Control Board examines his recom-
mendations in the light of the programme as a whole, in
relation to the economic structure of the entire country,
realizing that there must be a certain ratio between the
production of war supplies and the production and distri-
bution of consumer goods and services.
Each controller has to seek ways and means of expanding
the production of the goods and services under his admin-
istration. And on the other hand, wherever necessary, he
must divert scarce materials or services from civilian uses
to war uses. The Metals Controller, for instance, will work
with copper producers to get an increased output of copper,
while at the same time he will prohibit the use of copper in
non-essential production. His work, by the way, is one of
the most graphic illustrations of the workings of wartime
control. Every possible pound of scarce copper and nickel
has been diverted from civilian use to war industry in the
United Nations. At the same time great expansion of metals
production has been achieved. Our aluminum industry has
been enormously expanded, a Canadian process for produc-
tion of magnesium has been developed, recovery operations
at large base metal mines have been extended, old mines have
been revived, existing properties have been expanded and
new marginal and sub-marginal deposits have been devel-
oped. Millions of dollars have been spent building up
stockpiles.
And in spite of all this, because we are sharing our ma-
terial resources with the other United Nations, we still
have to exert rigid control of these supplies in our own
country. This applies not only to metals but to timber and
other raw materials.
In this matter of conservation we have scored some re-
markable successes, which will have far-reaching influence
on post-war industry. Munitions manufacturers in Canada
have been asked to conserve scarce materials, machine tools
and man-power wherever possible. Sometimes this has been
done by changes of design, by eliminating or simplifying
parts in the original specifications of war materials. Some-
times it has been achieved by substituting more plentiful
materials for scarce materials in actual production. Some-
times it has been the result of new production techniques.
This conservation effort now runs through the whole fabric
of Canadian war industry, under direction from Ottawa.
Conservation has been applied to Canadian war industry
from top to bottom, right from the design table to the work
bench, because industrial workers are also encouraged to
submit their suggestions. Perhaps a worker may suggest a
change which may save only a few ounces of scarce mater-
ial or a few minutes of production time in the manufacture
of a component. But over a year's time, with hundreds of
similar suggestions pouring in and being adopted in scores
of war plants, huge over-all savings have resulted.
For me it has been a privilege to attempt to show you
something of the wartime production picture in Canada
to-day. May I remind you that I am in a good position to
know what Canada owes to the engineering profession in
this time of war. The public hears very little about you.
They know about the man who uses the weapon and the
man who makes the weapon, but the engineer who makes it
possible to build the factory, the machine, the power plant
or the bridge — he is a shadowy and anonymous figure away
off in the background. You are the sort of men who love
your work for its own sake, who get little in the way of
public recognition, but who find your reward in the know-
ledge of your own achievements and in the good opinion of
those in your own brotherhood. But I cannot conclude
without letting you know that your work does not go un-
observed or unnoticed by those who understand.
No country, no service, no one man or class of man is
all-important in this war. The production front could not
survive without the fighting front but the fighting front
depends on the industrial front. Our successes in this war
have been achieved by teamwork and on teamwork rests
our hope of ultimate victor}'. You are doing your part to
the utmost and to-day the results are manifest in all parts
of the world. May I thank you for the help you have given
me personally in the job we are doing in Canada to-day,
and on behalf of my associates may I pay tribute to the
vital part you have played and are playing in the life-and-
death struggle for a free and better world.
ORDNANCE PRODUCTION
Canada's armament engineers have expedited production
by instituting numerous redesigns. For example, the axle-
tree assembly of the 6-pounder anti-tank gun mount is
now built up by welding formed steel plate. To this section
are bolted two 5J^-lb. steel forgings, and two 1 and J^-lb.
castings are welded onto the assembly. Formerly, the part
consisted of a large main forging to which two 30-lb. forg-
ings and two 20-lb. castings were fitted. The redesign saves
an estimated 500,000 lbs. of high-alloy steel annually and
releases three engine lathes, a turret lathe, a drill press,
and a cylindrical grinder for other war jobs.
The breech ring of the 3.7 anti-aircraft gun, formerly
made from a massive forging imported from Great Britain,
is now made from an intricate steel casting developed by
Hamilton Munitions Ltd. and Dominion Foundries and
Steel Ltd. Estimated savings are $1,094,400 in costs,
2,750,400 lbs. of steel, and 100,800 man-hours. The front
axle of the gun, formerly a steel forging which had to be
machined all over, is now made from steel bar stock to
which lugs are welded, a change which results in the con-
servation of nearly 400,000 lbs. of steel annually. — Product
Engineering, June 1943.
612
November, 1943 THE ENGINEERING JOURNAL
PRODUCTION PACES THE WAR
CHARLES E. WILSON
Executive Vice-Chair man, War Production Board, Washington, D.C.
A dinner address delivered at the joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, on October 1st, 1943
In the fall of 1939 Hitler's Germany
struck a new note in warfare. The planning
and execution of military campaigns sud-
denly emerged as a gigantic contest in eng-
ineering skills. Back of the relentless panzer
divisions and the screaming Stukas, there
was marshalled and applied all of the
technical knowledge and inventiveness
of a highly ingenious industrialized people.
All that Germany knew about machines
and the use of machines was turned into
deadly striking power. Warfare was re-
shaped in the light of modern techniques.
War became so mechanized, that no
nation could hope to survive unless it
could surpass its enemies in engineering
skill and inventive ability.
Yet wars are still fought by men: by
men, with machines. To-day the men who
fight must have enormous quantities of
matériel. That matériel must be superior
to that of the enemy. Our fighting men in this war can not
do their job unless the engineer and the technician devise
better matériel than the enemy has and find ways of making
it in unlimited volume. The engineer is the strategist of the
battle of production. His strategy has got to be good.
That puts it squarely up to you, as engineers.
In getting into a war of this kind, we may think we are on
perfectly familiar ground. Our lives have been wrapped up
in machines and their uses. In peacetime we strove for high
quality and mass production, but the tempo was different.
We went slowly from model to model. Improvements were
carefully tried and tested before adoption. But in wartime,
our product is tried in a test of fire. And as these tests reveal
that changes are needed, those changes require immediate
action. The whole process of production is thus affected.
Work goes on at white heat. Constant improvement has
to go hand-in-hand with volume production. The result is
a never-ending problem of invention and production which
the engineer and the technician must meet.
The pace of production in wartime is thus infinitely rapid.
There is a corresponding step-up in the pace of technical
advancement. And the blend of the two — steadily increas-
ing volume and steadily improving quality — is the base upon
which rests the military strategy of the whole war. In the
long run our inventiveness and our ingenuity have got to
exceed the inventiveness and ingenuity of our enemies.
That puts a terrific responsibility on us as engineers. The
responsibility is primarily a demand on our skill and our
technical ability, but it is also a demand for our under-
standing. We must realize what we are up against. We must
know just what we are responsible for. Production paces
the war, and the engineer paces production. The engineer
has got to deliver.
Exactly what does that mean to us ?
I think it compels us to begin by being very clear on
three simple facts. These are:
(1) The war has not been won. A good many men are
going to die, and billions of dollars worth of equipment is
going to be destroyed before the Armistice whistles start
to blow.
(2) Even if we were perfectly sure that the war had been
won, we still would have no right to relax in our efforts to
produce, because any let-down in production will surely
mean unnecessary loss of life and the prolongation of the
war.
Charles E. Wilson
(3) There is a changing production
pattern which we must follow, not merely
to win the war, but also to ensure the
peace.
Let's examine these points briefly, one
at a time.
The Wae Has Not Yet Been Won
There is, of course, a difference of opin-
ion as to how long the war will last. By
some criteria, we have a right to be highly
optimistic. The United Nations are on the
offensive, and the several offensives are
meeting with splendid success. But before
your optimism begins to run away with
you, take a look at the maps. I do not
mean to-day's encouraging maps alone,
but rather to-day's maps in relation to
the maps of Nov. 11, 1918. Some of our
arm-chair strategists are saying that
Germany to-day is about where she was
in November, 1918, so that the end cannot be far off. Well,
that would be very nice if it were true — but the maps do
not say so.
The maps say that we are far from having retaken all the
ground or the material or the natural resources which have
been seized by the enemy since 1939. The maps say that
we have hardly done more than crack the surface of Hitler's
Festung Europa. Our chance of breaking into "that well-
advertised fortress in the near future may be extremely
good, but the maps say that we have not done it yet. The
maps do not tell us that we are entitled to a breathing spell ;
rather, there are a solemn warning that the hardest and
costliest part of the job is still ahead of us. They show pretty
clearly that Germany and Japan still hold, in territory and
in resources, a great deal that belongs to someone else. They
do not, in plain fact, look the least bit like the maps of
November, 1918.
We Must Not Relax Pboduction Effort
Now, for the second point. Even if we insist on believing
that our enemies are already beaten and will presently give
up, we have no right to relax our production effort in the
slightest degree. On the contrary, the very fact that victory
was assured would make it more than ever imperative for
us to continue increasing our production of war goods to
the very limit of our ability.
The United Nations' war effort is complex. It is made up
of many parts, and all of these parts have to fit together.
Military strategy has to be co-ordinated with production
schedules, with transportation time-tables, with man-power
assignments, and so on. Each of these subdivisions, in turn,
is very complex, with many separate parts that have to
dovetail. The failure of any part is not just a local default
which can be shrugged off: it is a failure which affects and
imperils the whole. It is a failure which must be felt on the
battlefield.
You can remember the tragic cry, "Too little, and too
late!" which we heard all too often early in the war. You
remember what the results were. Soldiers who go to battle
less well-equipped than their enemies fight under a terrible
handicap, the price of which is paid in human lives. Let me
repeat again — this is a war of engineering skills. There is a
direct, provable relationship between an army's equipment
and an army's casualties.
So every bit of equipment made to-day will save the lives
THE ENGINEERING JOURNAL November, 1943
613
of our fighting men tomorrow on some battlefront. Any
extra equipment, made through extra effort, will save extra
lives. Why did the campaign in Sicily cost fewer lives than
we had anticipated ? Because the British and the Canadians
and the Americans were able to be lavish in arming and
equipping the invading forces. The engineering back of that
campaign met the test — and a lot of our boys are alive
to-day who otherwise would have died.
That is why we cannot tolerate any let-down in produc-
tion, no matter how good the news from the front may look.
Are we nearer to victory ? Then, for that very reason, in-
crease the volume of production so that we save as many
boys as possible.
The Changing Pattern of Production
Now, to the third point — the changing pattern of pro-
duction.
Conditions governing the needs of our fighting forces are
mobile and fluid. Nothing stays put in this war. Mechanized
war is dynamic, not static. The very physical surroundings
in which our boys fight change from season to season, and,
as they change, corresponding changes must be made in
the matériel our boys fight with. Day before yesterday we
were fighting on the blistering sands of the desert ; yesterday
we were fighting on a rocky island; to-day we are fighting
amid the mountains and the plains of southern Italy. To-
morrow, or the day after tomorrow, perhaps, our boys may
be fighting in the green fields of northern Europe. And as
the geography of our fighting changes, the problems of war
production change accordingly.
For example: Now that we are no longer fighting in the
African deserts there is a reduced demand for tank treads
and air filters. The desert rocks and sands punished tanks,
and there was a constant and imperative demand for re-
placement parts. The nature of that demand has changed:
The changing geography of the war compelled the change.
Yet as that change was made, the eternal requirement for
new and better weapons brought about a different sort of
demand, the demand, for instance, for the bazooka and its
rocket projectiles, that man-from-Mars weapon that has
proved so enormously effective against the enemy's armour.
These two very small examples of shifting demand could
be multiplied a hundredfold. They prove very clearly that
we need, not only volume production, but an exceedingly
flexible and adaptable production system. In his recent
message to Congress, President Roosevelt said:
Even as the actual fighting engagements in which our
troops take part increase in number, it is becoming more
and more evident that this is essentially a great war of
production. The best way to avoid heavy casualties is
to provide our troops with the best equipment possible
— and plenty of it.
That struggle to turn out the best equipment possible is
unending. It makes our production job hard and costly. And
it means virtually unlimited demands on the creative power
of the engineer, the technician, the man with the know-how.
The best we can possibly do may be good enough to-day,
but it will never be good enough tomorrow. We are not
only in competition with our enemies: We are in competition
with ourselves. We must always be beating our own records.
New inventions and new techniques are carefully devised
to give our fighting men that little margin of advantage
that will mean victory. But these things never remain secret.
Sooner or later the enemy always matches them, or even
betters them. We reach one peak of technical or mechanical
achievement only to go on to a higher one. We can never
for one instant be satisfied with what we have done, no
matter how good it is.
We have to follow that rule if we are going to win the
war. But that is not the end of it. The pattern set in this
war is going to carry over into peace. That is inevitable.
We have learned — at bitter cost — since this, war began that
no nation which tries to fight at half throttle can hope to
survive. Are we not also going to discover that it is fatal
to live at half throttle in peacetime ? If the peace that fol-
lows this war is to be secure, we will have to go on with the
never-ending struggle to find and use the techniques that
will enable us to make the best possible use of what we
have.
Developing Our Potential Strength to the Full
In 1939 or in 1940 it was obvious that the free peoples
who inhabit the vast block of land running from the Gulf
of Mexico to the top of the American continent — the peoples
of the United States and Canada — had a greater potential
strength than anyone else on earth. They had space, re-
sources, machinery, men: They had the freedom to use
these to the best advantage; they had the brains and in-
ventiveness to tell them how to use them.
But this was merely potential strength. It had not been
organized or mobilized so that it could be translated into
actual power. It had not been turned into military power;
it had not even been turned into full-strength peacetime
power. The strength that enables a people to make the
maximum possible use of what they have simply had not
been put to work at full throttle.
To an extent the same thing was true of all of the United
Nations. On paper, there simply was no comparison between
the resources of the Axis and the resources of the nations
which the Axis proposed to despoil. Those countries which
have become the United Nations were incomparably su-
perior: They had within themselves the resources which, if
used properly, could have meant the direction of the affairs
of the world. But the resources were latent. The free peoples
of this earth had at their disposal the means to stamp down
forever the Axis-born threat to their liberty and their
security.
They could have insisted that this remain a world in
which free men and women are free to work out their own
destinies. But the power with which this could have been
done was never marshalled. We did not make full use of
the resources we had. In short, we had world leadership
and we failed to exercise it.
So came the dark years of 1939, 1940, and 1941. The in-
vasion of Poland, the Battle of France, the attack on Russia,
Pearl Harbor — all of those grim milestones in human history
represented attempts on the part of the Axis to strike the
free peoples down before their latent strength could be
turned into actual striking power.
Those blows failed. The margin by which they failed was
painfully narrow, but they did fail. But as the blows fell,
we grew both frightened and angry, and in our fear and
anger we found inspiration.
You know what has happened since then. In Canada and
in the United States there followed the most dynamic period
of preparation for an all-out fight ever known in the history
of the world. I would like to summarize the result in the
words which President Roosevelt used to the Congress not
long ago. He said:
Our great production programme started during the
darkest days of 1940. With the magnificent contribution
made by American industry and American labour, it is
approaching full production. Britain has already attained
full production. To-day the British Empire and the
United States together are turning out so much of every
essential of war that we have definite superiority over
( rermany and Japan which is growing with every suc-
ceeding minute.
That brief statement is the account of an amazing achieve-
ment. Our countries to-day are measurably close to exercis-
ing, for the first time, the full potential power with which
God has blessed us. They are beginning to find their own
strength. The great gamble of our enemies has failed forever.
The free peoples of this earth found themselves in time.
War-time Lessons Must be Used in Peacetime
But let us not waste time patting ourselves on the back.
As engineers, we can be proud of the way we met the tost ,
614
November, 1943 THE ENGINEERING JOURNAL
but more tests are ahead of us. When this war is finally
won, we have got to use in peace the lessons which we
learned in war.
All of those lessons really mean the same thing; namely,
that technical and mechanical obstacles need not keep a
people from doing anything which that people really wants
to do. We do not admit the impossible these days. If the
impossible is something that vitally needs to be done, we
find ways to do it. In this way we have broken through all
kinds of physical limitations; to keep the peace secure, we
must keep on doing the same. The challenge to our ingen-
uity, to our intelligence and alertness and determination,
will be just as great in peace as in war. We shall have to go
on being eternally dissatisfied with our own best achieve-
ments.
It took a world of ingenuity to adapt the great mass pro-
duction processes to the making of military goods. This
war is not only completely mechanized; in its mechanisms
it relies on workmanship and tolerances which would be
exacting even if volume production were not called for. As
engineers we had to take this host of involved, finely tooled
mechanisms and find ways of making them in unheard-of
volume — the volume that can only be attained, by mass
production.
Yet that was only the beginning of the challenge. The
demand for these weapons and implements was practically
unlimited, and the time was short. Neither materials, man-
power, nor factory capacity could be wasted. We had to
begrudge every ton of material and every hour of time that
was used. In a war in which money was no consideration,
we nevertheless had to find ways of making these weapons
more and more cheaply, for that is what saving man-power,
machine time, and materials in a manufacturing process
amounts to.
But while we made weapons faster and more cheaply, we
also had to make them better. Our men go into battle ; there
they find that the enemy has some particular weapon which
is better than their own. Immediately, therefore, we must
improve our own weapon and make it better than our
enemy's. But while we do this, the enemy, also, is making
his own improvements. So when we bring out a better
weapon we dare not rest. Even before we see his answer to
it we must drive ahead for some further improvement. It
is an unending process. And while we are making the design
changes which will give us a better weapon, we always face
a rising demand for the production of the very article which
is being improved. We cannot do as we might do in peace-
time and stop production altogether while the changes are
made. Even though it occasionally seems impossible, we
have to maintain an unbroken flow of production at the
very time when we are changing models.
A Challenge to Engineers to Exercise Ingenuity
That explains the great and challenging responsibility
which rests upon us as engineers and technicians. It is a
responsibility which we cannot escape. No cheering news
from the fighting fronts can lighten it. No optimistic belief
that the end of the war is approaching can entitle us to
relax for an instant. For the pace of the war itself is set by
production; and the pace of production, in turn, depends
upon our ingenuity, our resourcefulness, our inventiveness,
and our unflagging competitive spirit. No matter how well
we do, we will not come to a point where we can say we
have done well enough. The engineer bears the sobering,
compelling responsibility that comes to men who are swing-
ing upon a great door in human history. His satisfaction
can only be the satisfaction of the doer who knows that
somewhere within himself he can find the resources to meet
the challenge.
We have talked, so far, about winning the war. We know
that we are going to win, although we do not know whether
the victory will come soon or late. We know what our re-
sponsibilities in wartime are. Can we drop them when peace
comes, or will they simply become a slightly different kind
of responsibilities as compelling as those we now bear ?
Winning the war, as I see it, is only half the job. The
peace itself must be protected. I do not pretend to know
what kind of mechanism should or could be set up among
nations to insure the peace, but I believe that I can see
where our own responsibility will lie — our responsibility as
engineers and technicians.
I believe it will consist very largely in an eternal continu-
ation of the demand for ingenuity and competition which
has rested upon us thus far.
That ingenuity and that competitive spirit are being used
now to make every ounce of our unlimited potential strength
available for war. I cannot believe that once the war is over,
the free peoples of this world are going to be content to lapse
back into a state wherein they used only a portion of their
strength. I believe that they will insist upon being com-
pletely healthy, fully functioning social organisms. I believe
that they will insist that the strength they have be used.
We have at last found out how to make the most of the
strength that God gave us and that that strength can be
used just as effectively in peacetime as in war-time, and to
an infinitely greater gain in human happiness. Look at our
own two nations, Canada and the United States, as an ex-
ample. At this moment we are busy, as never before, making
the things of destruction, and dealing stout blows with them.
Does one have to be a visionary to believe that when the
war is over we should be just as busy, making just as many
things for peace, for construction rather than destruction ,
for life rather than death ?
The needs of war, I suspect, can, in a large part, be traced
to the fact that this modern world has not thus far discov-
ered the way to use its own strength and resources in time
of peace. There can be plenty all around the globe. People
can be busy — usefully busy — on every continent, all of the
time, if the power which is available to the human race is
simply used to meet the age-old needs which the human
race has. If those needs are not met, we shall never have a
true peace. If, by happy chance, they can be met, then we
can build a peace which can last.
It will not be easy. The production strategy of peace will
be just as hard to master as the production strategy of war.
But by what we have done in the last three years we know
that the job can be done; and the pattern which is being-
set to-day, in the unending struggle to find new ways of
making better things in greater quantity, in the refusal ever
to be satisfied with an existing technique or an existing
mechanism, that pattern can be carried on to make the
peace secure.
It will be possible in the world that lies ahead of us to
strike many shackles from the human spirit. By the faith
we were born with, we know that if that can be done the
possibilities are infinite.
THE ENGINEERING JOURNAL November, 1943
615
THE CONTINUING NEED FOR THE CONSERVATION
OF RESOURCES
HOWARD COONLEY
Chairman, Conservation Division, War Production Board, Washington, D.C.,
President, Walworth Company, N.Y.
An address delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, Ont., on October 1st, 1943
Materials, facilities, transportation, and man-power are
basic to success in war as they are essential to progress in
time of peace. Where such resources are not available, ex-
perience and ingenuity must be called into play to provide
them. Once more the world is witnessing a demonstration
that free men, given the opportunity to develop their latent
abilities in the democratic atmospheres of the Allied
Nations, can out-produce and out-fight the peoples of the
regimented and therefore restricted nations.
Even in countries so rich in material resources as the
United States and Canada, such huge quantities of mater-
ials, facilities, and transportation as a war of world-wide
proportions requires do not lie ready for our immediate use.
The exigencies of war compel us to plan, design, construct,
convert. We must make two blades of grass sprout where
one grew before. We must stretch. We must conserve.
Soon after the Office of Production Management was
established, on Jan. 7, 1941, it became apparent that it
would be necessary to discover ways and means of conserv-
ing the material resources of the United States if we were
to become in truth the Arsenal of Democracy.
With this purpose in mind, C. Laurence Warwick, secre-
tary-treasurer of the American Society for Testing Mater-
ials, was called to Washington in April, 1941, by Donald
Nelson to take over the responsibilities of reviewing speci-
fications. In August of the same year Harvey A. Anderson
obtained leave of absence from the Western Electric Com-
pany to develop for the Government a programme of sub-
stitution out of critical materials into those that were more
abundant. Six months later Dr. Edwin W. Ely, of the
National Bureau of Standards, joined the office of Produc-
tion Management to add his background of experience in
the field of simplification.
It was not until January, 1942, that the War Production
Board was established to take over the duties of the Office
of Production Management, as well as those of other
agencies concerned with production and procurement. A
few weeks later, the Bureau of Industrial Conservation,
which had been formed in September, 1941, under the
directorship of Lessing J. Rosenwald, was set up within
the structure of the War Production Board as the Conser-
vation Division, to co-ordinate the related functions of sub-
stitution, specifications, simplification, and standardization.
At that time the primary responsibility of the Conservation
Division was that of securing adequate supplies of raw
materials.
The impact of the disaster of Pearl Harbor high lighted
the importance of conservation. It was immediately recog-
nized that our responsibilities for conservation extended
beyond the realm of materials into those of facilities. Still
later, the scene again changed to include transportation
and man-power. To-day, man-power is number one on our
critical list.
The Conservation Division of the War Production Board
is a staff agency. Its responsibilities are exclusively advisory.
It is in effect a general engineering and technical staff for
the War Production Board.
Our consultants have been recruited from the research
and engineering laboratories of industry and from scientific
institutions and associations. I believe I can say, with due
modesty, that the caliber of our staff is outstanding, the
quality of our advice such as to carry conviction . To illustrate,
of our 71 consultants, 6 are chemists, 31 are engineers, 11
are metallurgists, 5 are technicians, and 7 are architects.
The staff averages 23 years of experience in industry. These
71 consultants are trained in the techniques of substitutions,
specifications, simplification, and standardization, and apply
these techniques to produce the greatest possible conserva-
tion of our resources.
The Conservation Division also has representatives on
four of the most important committees of the War Produc-
tion Board — the Programme Adjustment Committee; Clear-
ance Committee; Appeals Board; and the Facilities Com-
mittee. Through the Conservation Division's representation
on these committees we have the opportunity of bringing
to their deliberations the cross section viewpoint of all of
our industry divisions, as well as that of other Government
agencies. For through the medium of our inter-agency staff
we have daily liaison relationships with the Army, Navy,
Lend-Lease, Treasury Procurement, and Office of Economic
Warfare, as well as with Canada and Great Britain.
I have given you this background because I feel it will be
helpful in measuring the effectiveness of the Conservation
Division in its specialized techniques.
Substitution
In the early stages of our conservation programme sub-
stitution was used as a means of relieving excessively heavy
demands on certain materials that were insufficient in
quantity to take care of our rapidly expanding production
programme. With the loss of the Malay Peninsula and the
Dutch East Indies, vast reservoirs of precious materials
were cut off almost over night, making it necessary for us
to find new sources of supply or to discover ways and means
of using available materials to replace those that were no
longer obtainable.
Three general methods were used in achieving substitu-
tion. The first is a complete change of material. For example,
when our aircraft programme made aluminum a very criti-
cal material, we experimented with substitutes for alumi-
num in such products as canteens, and were able to develop
a satisfactory stainless-steel canteen that has been accepted
by both the Army and Navy.
In other cases where a complete change of material was
not possible, we were able to accomplish our purpose by
using less of the critical material in question. An example
of this type of substitution would be found in galley equip-
ment and mess equipment where we were able to substitute
stainless clad steel in place of solid stainless steel, thereby
saving better than 90 per cent of the stainless steel involved.
The third type of substitution consists of downgrading
the same material for a given product. An example of this
may be found in propeller-shaft sleeves for Maritime ships,
wherein we have been able to substitute "M" metal, a
composition of 88 per cent copper, 6 per cent tin, 4}^ per
cent zinc, and V/i per cent lead, in place of "G" metal, a
composition of 88 per cent copper, 10 per cent tin, 2 per
cent zinc, and no lead.
Virgin copper has from the first been one of our critically
short materials.
The Silver Programme. The proposal to use silver as a
substitute for copper in bus bars was first suggested by Dr.
Zay Jefferies of the Research Council, Sept. 26, 1941. On
Oct. 6, 1941, the Conservation Division recommended this
use of silver to Donald Nelson, and in February, 1942, nego-
tiations started with the Aluminum Company of America
616
November, 1943 THE ENGINEERING JOURNAL
at Pittsburgh to use silver bus bars in 20 "pot" lines for the
manufacture of aluminum. After many legal obstacles were
overcome, a contract between the Defence Plant Corpora-
tion and the Treasury was signed on May 6, 1942, providing
for a loan of 34,286 short tons of silver to the Defence Plant
Corporation, who would make all arrangements for guard-
ing, transporting, casting, and fabricating the bus bars.
Most of the silver bus bars are being used in the new alum-
inum and magnesium plants and to date we have certified
about 20,000 tons of silver bus bars which have saved
16,000 tons of copper.
Nickel Programme. In its eager search for every possible
means of reducing the demand on highly critical metals the
Conservation Division found that some 3,600 tons of copper
and 860 tons of nickel were being used annually in the fabri-
cation of 5-cent pieces, generally known as nickels. With
the assistance of George Hogaboom and Dr. A. K. Graham,
two of our consultants, we furnished the Treasury Depart-
ment with a revised specification on nickels using an alloy
of 56 per cent copper, 35 per cent silver and 9 per cent man-
ganese, instead of 75 per cent copper and 25 per cent nickel
in the original coin, thereby entirely eliminating the use
of nickel. This composition had nearly the same specific
gravit}', magnetic, electric, and elastic characteristics pos-
sessed by the original coin, and therefore was usable in tele-
phones, vending machines, and automatic coin machines
of all types.
The Steel-Cartridge-Case Programme. In cartridge cases,
as in many other products, it was the obviously extreme
shortage of copper that made it apparent early in 1942
that some substitution would have to be made in order to
give the Army and Navy their requirements in ammunition.
Steel cartridge cases had been the subject of experiments
for years, and had been used by the Germans and Russians,
but their guns had been designed to take steel cartridge
cases while ours had been designed for brass, and therefore
our problem was more complicated and more serious than
either that of the Germans or Russians. In May, 1942, the
Conservation Division was asked to assist in the problem
of developing satisfactory steel cartridge cases, and investi-
gation and research was undertaken by Dr. A. B. Kinzel,
one of our steel consultants. After many obstacles were
overcome in the fabrication of a satisfactory steel case,
the 0.45-caliber-size ammunition was completely converted
from brass to steel, with a production of over 300 million
per month. At present the 0.30- and 0.50-caliber sizes are
also in production at a slightly lower rate, and we have
been successful in furnishing the 105-mm. case, the 20-mm.
case, the 40-mm. case, and even as large as the long 3-in.
gun case (Navy), all of which have been certified for combat
use and are now in full production. At the present rate we
are showing savings in brass of approximately 200,000 tons
a year, and this figure is rising rapidly. The conversion has
been so effective that further conversion from brass lines
to steel is temporarily suspended pending the forthcoming
1944 requirements for ammunition.
The Die-Casting Programme. The use of die castings as a
conservation measure has been a part of the Conservation
Division's programme for more than two and a half years.
Through the efforts of our consultants hundreds of items
have been changed from screw-machine products, forgings
sand castings, and other methods of fabrication to the die-
casting process. The expanded use of die castings with their
characteristic high-speed production and low-scrap loss has
represented huge savings in critical materials, man-power,
and machine hours.
We have worked with the die-casting industry through
industry advisory committees, co-operating with them on
many problems of production, inspection, and process con-
trol. Through the establishment of proper control and in-
spection procedures, it is expected that the die-casting pro-
cess can replace, satisfactorily, many critical parts now
produced as forgings or wrought products, thereby saving
much metal and many machine operations.
O.W.I. Photo
Paper replaces steel as material for trailer wheel wells at the
Western Trailer Company's plant in Los Angeles. Wadded-up
paper, impregnated with a glue-like solution is smoothed into
place over molds in continuous layers. The material is self-
hardening and self-compressing. When dried, it is sanded,
sawed and drilled and may be installed with nails, screws
or holts.
Specifications
Specifications provide an important means for conserva-
tion. A purchase specification is simply a detailed statement
of the requirements that must be met by the product under
consideration. '
The United States Government is undoubtedly the largest
buyer that the world has ever known, and it is all-important
that the quality and performance of all products purchased
be a fair exchange for the money paid for them.
The system of federal specifications was established to
standardize the grades and sizes of products purchased by
more than one government department. They are prepared
by 71 federal specification committees composed of repre-
sentatives of the various government departments inter-
ested in the product in question.
When a product is used by only one department, that
department prepares its own specification. For instance,
there are many Navy Department specifications for pro-
ducts used only by the Navy. Similarly, the War Depart-
ment prepares certain specifications for its own use.
The Conservation Division is represented on all federal
specification committees, and takes part in the preparation
of the specifications to see that true conservation of the
scarce materials is practiced. We also review specifications
prepared by the Army, Navy, and other government de-
partments to see where conservation can be effected. Two
methods of conservation are considered in this review:
(1) By issuing amendments limited to the war period
specifying substitutes in place of critical materials needed in
the war programme.
(2) By issuing emergency alternate federal specifications
to indicate alternate materials for consideration.
In the design of modern equipment, advantage was taken
of the superior properties provided by modern materials of
construction, such as aluminum, copper, brass, alloy steels,
rubber, and plastics, to provide greater durability and
greater convenience, and in many cases, lower cost. With
these materials so urgently needed for the war programme,
it has been necessary to replace them by others, which,
while not quite as satisfactory, will still do the job. Many
government specifications, therefore, have been reviewed
and changed to specify available materials in place of those
that are short.
For instance, specifications for bronze valves were changed
to call for cast iron, sometimes with bronze seats.
Specifications for large searchlights were changed from
aluminum castings to sheet steel.
Specifications for fire-hose couplings were changed from
THE ENGINEERING JOURNAL November, 1943
617
o
I
O.JF..T. Photo
A wool felt exhibit, illustrating "mechanical type" felt in some
of the many forms in which it appears for use with machinery
as a substitute for rubber parts.
high-tin bronze to malleable iron for shore use, and low-
grade bronze for shipboard use.
Specifications for wire-screen cloth were changed from
commercial bronze to galvanized steel wire.
The federal specification covering tissue paper, a special
Japanese tissue no longer available, was revised to describe
a new type of American tissue.
Specifications for a number of rubber products have been
issued as emergency alternate federal specifications to allow
the use of reclaimed rubber.
Another step in conservation was realized through the
establishment of National Emergency Steel Specifications.
This work has the objective of standardizing and simplify-
ing specification requirements for steel-mill products, sim-
plifying dimensional requirements, and conserving critical
ferro alloys by adjustments in composition. It is in the
hands of technically qualified representatives of producers
and consumers. J. G. Morrow of the office of the Canadian
Steel Controller has actively participated in the work.
Fifteen schedules under W.P.B. Limitation Order L-211
have been issued to control the production and delivery
of their respective products.
About 65 per cent of the steel-mill production is now
covered by order schedules or agreements.
These schedules in general list two kinds of permissible
specifications: (1) selected government specifications for
government use only, (2) specifications for general use, either
by government or private industry. In this latter category,
selection of specifications is made from those issued by
recognized national organizations, so that all private con-
sumer specifications not in agreement with a listed speci-
fication are ruled out. This simplification of the specification
field has been a very important contribution to increased
production with existing facilities.
Schedule 15 to order L-211, covering hot-rolled carbon-
steel bars, was issued after a tremendous amount of research
by the carbon-steel-bar industry, and the Technical Advis-
ory Committee on Carbon and Alloy Steel Bars. This
schedule eliminated 40 per cent of the carbon-steel-bar
sizes, or 5 per cent of the total tonnage.
Reports from the industry indicate an increase of 5 per
cent to 15 per cent in the effective use of production facili-
ties, accomplished through longer runs, less roll changes,
smaller inventories, and less rejections.
Simplification and Standardization
Simplification as we conceive it may be defined as the
elimination of those items, types, sizes, and colors of pro-
ducts which do not serve the war effort; in fact, many of
which do not serve any economical purpose. In most in-
stances they are a positive hindrance to the flow of
essential products to the armed services and to civilians.
To make simplification effective, a certain amount of
standardization is usually necessary. But standardization,
as interpreted by the Conservation Division of the War
Production Board, is not the molding of styles and types
of products into a fixed form. It is not a requirement that
identical procedures or designs be followed which would
destroy individuality.
Often it is only a single element in a product that must
be standardized in order to achieve the necessary degree
of simplification. Very seldom is the standardization of more
than a few elements necessary.
Standardization as to quality is sometimes necessary in
order that the buying public be protected in their purchases.
The purpose of standards of quality or of performances is to
assure the public of their getting their money's worth. It
acts as a brake against the wasteful use of critical materials
and facilities in the production of goods that will not serve
the purpose for which they are intended or that will deteri-
orate rapidly. It is an insurance policy to the honourable
producer against those who are less honourable.
Another important role played by standards is to provide
for interchangeability, particularly in combat equipment. A
large part of such equipment is being shipped to far distant
lands. This equipment must be repaired quickly and on the
field of battle. It is self-evident that the interchangeability
of components of tanks, trucks, and jeeps will reduce the
necessity for creating large floating stocks of repair parts.
Much progress has already been made in the field of inter-
changeability. More is in prospect.
Methods. Recommendations regarding products that may
be simplified or standardized come to the War Production
Board in many different ways. A majority of the suggestions
come from industry directly, through trade associations, or
through the W.P.B. industry advisory committees. Others
are received from the War and Navy Departments, the
Office of Price Administration, and other agencies concerned
with either procurement or regulatory actions.
The problem is normally referred to the industry division
responsible for the product or material involved, with the
Conservation Division consultant acting in an advisory
capacity as a staff function. A rough check is made to deter-
mine the value of the recommendation from the standpoint
of helping to win the war. If the saving in materials, man-
power, or facilities will justify the action required, a detailed
study and recommendation is made by one of the following:
(1) The industry division.
(2) A task committee of the industry advisory committee.
(3) National Bureau of Standards, or other government
agency.
(4) An independent technical association.
The simplification or standardization programme is
then presented to the W.P.B. industry advisory committee
for comment. Necessary changes may be referred back to
the responsible committee. The final programme is then in-
corporated in the draft of a limitation order which is cir-
culated to the Army-Navy Munitions Board, and to all
divisions of the War Production Board that would be af-
fected by the action. Following suitable settlement of all
objections, the older is issued and the programme is thereby
made effective.
Examples of simplification and standardization pro-
grammes that have been developed are given in what follows.
Kxamples of Simplification
(1) Simplification in pipe fittings made of cast iron, mal-
leable iron, or brass, reduced types and sizes by 65 per cent
and still fulfils 94 per cent of total demand and increased
possible output by 25 per cent.
(2) Simplification of universal portable electrical tools re-
duced sizes and models by 25 per cent, reduced the number
of types of drills from 338 to 200, and increased productive
capacity 10 per cent.
(3) Simplification of incandescent and fluorescent lamps
reduced types from 3,500 to 1 ,700, colors from 13 to 3,
618
November, 1943 THE ENGINEERING JOURNAL
and voltages from 32 to 7. This schedule saves
35,000 lb. of solder, 2,000 lb. of tungsten, and
releases 1,200,000 man-hours per year.
(4) Simplification of types of men's work clothes
reduced the number of types of garments to 6, and
makes savings in excess of 21 ,000,000 yards of cloth ;
sufficient for 7,000,000 new garments over a period
of one year.
Examples of Standardization
(1) Standardization of air-cooled gas engines was
effected by reducing the number of basic models
by 50 per cent, thus reducing the number of repair
parts by 40 per cent. Each manufacturer standard-
ized his models so as to use the same type and sizes of
various parts in as many classes of engines
as was possible. This is an example of company
standardization.
(2) Standardization of electrical indicating instru-
ments makes possible interchangeability in combat
vehicles, through reduction in variety of sizes, from
more than 90,000 to 2,100 sizes. Production is
thereby substantially increased.
(3) Standardization of radio parts reduces the
variety from an innumerable number of parts to
42, and insures a reasonable production for civilian
supply.
Co-ordinating Committees
One of the most effective means we have had of
promoting conservation has been through the
medium of co-ordinating committees. In September,
1942, an inter-agency Conservation Co-ordinating Com-
mittee was set up under the chairmanship of the Director
of the Conservation Division. The committee was composed
of the heads of the conservative activities of the Army,
Navy, and Maritime Commission, and the chiefs of the
three branches of the Conservation Division.
Later this committee was expanded to include representa-
tives of the Office of Lend-Lease Administration, Treasury
Procurement, Board of Economic Warfare, Aircraft Produc-
tion Board, Great Britain, and Canada. Bi-weekly meetings
have been held continuously, at which over-all conservation
programmes have been discussed. Where a consensus of
approval was indicated, the individual representatives have
promoted the programmes within their own organizations
and in this way made them particularly effective.
The fact that the Conservation Division has had for over
a year representatives in London, attached to the Harriman
Mission, has brought about a continuous flow of information
between the two allied countries which has been still further
implemented by the able assistance of H. K. Wilby, who is
representative of conservation for Canada assigned to the
Conservation Division, and F. A. M. Tabor, similarly rep-
resenting Great Britain.
Within the past few weeks this close relationship and in-
terchange has been expanded and formalized by the creation
of the Combined Conservation Committee, under the spon-
sorship of the Combined Production and Resources Board
and the Combined Raw Materials Board of the United
States and the LTnited Kingdom. The effectiveness of this
method of interchange of information has already been
demonstrated.
Educational Programme
One of the most effective means of achieving conservation
is an appeal to the patriotism and good sense of the indivi-
dual through the radio and press, indicating definite ways
and means by which savings can be accomplished. This
method has been given increasing emphasis in the last few
months, expedited by the unselfish co-operation of indus-
trial, commercial, and engineering groups.
One such campaign, to conserve cutting tools, is now
drawing to a close. This was planned and developed by the
Conservation Division with the co-operation of the War
Advertising Council. The campaign book, posters, and
'TTrwiTJIlwrnwil •-- mm.
Photo courtesy Conservation Division, W.P.B.
This photograph represents a combined simplification and standardi-
zation project that was developed and completed by the Conservation
Division of War Production Board in collaboration with the task
committee from the industry and the Textiles Division. The display
board pictured also illustrates substitution — nylon for hogs bristle
and horse hair.
stickers that carry the slogan, "Tools are Weapons — Treat
'em Right," were distributed largely through the 2,500 mem-
bers of the National Industrial Advertisers' Association,
aided by the National Association of Manufacturers. We
also had effective co-operation from 2,200 labor management
committees through the War Production Drive and 825
mill supply houses. Through all these sources, plus the
efforts of Mr. Wilby, the campaign has been brought to
Canada also. Altogether this campaign is having a splendid
reception.
Another current campaign, just getting under way, is on
cordage. Manila fibre was entirely cut off when we lost the
Philippines. The Rope Conservation Committee of the
Cordage Institute is handling the campaign in co-operation
with the War Advertising Council, under the direction of
the Conservation Division. Though the chairman, Edwin G.
Roos of Plymouth, Mass., was appointed only on August 14,
already he has raised funds from industry, prepared, had
approved by Washington, and published all the material
for an unusually excellent and complete campaign which
is gaining rapid headway. We like to think that this cordage
campaign will serve as a pattern for similar future activities,
blending the efforts of the Conservation Division and in-
dustry to assure rapid, effective action on vital conserva-
tion needs.
I have already indicated the changing complexion of our
conservation problems. Recently we have reviewed the re-
sponsibilities of our division and developed a revised policy
to meet these changed conditions. As certain materials be-
come adequate, our programme, to some extent, must be
put into reverse gear. Yet we conceive it as our duty to
safeguard and guide the relaxation of controls as carefully
as they were designed. In other words, we must recommend
that surplus resources as they develop shall be channeled
into those products which will assure the greatest benefits
to the war effort.
And so conservation must be carried on until every Axis
nation is subdued and the world can be assured of a lasting
peace. And after peace there will be the problem of recon-
struction for the war-torn countries, which will require con-
servation for their solution. And after peace and reconstruc-
tion there will remain the age-old problem of enough to
feed, to clothe, and to shelter all mankind. CONSERVA-
TION IS ETERNAL.
THE ENGINEERING JOURNAL November, 1943
619
WEAPON MAINTENANCE IN BATTLE
BRIGADIER GENERAL E. E. MacMORLAND
Deputy Chief, Field Division for Planning and Head, Maintenance Branch, Ordnance Department, U.S. Army
A luncheon address delivered at the joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, Ont., on September 30th, 1943
The other Sunday afternoon I listened to a short-wave
broadcast from the battlefields of Sicily that vividly brought
home to me the essential elements of armament mainten-
ance in battle.
The purpose of this battle-area broadcast was to impress
upon the American people at home the importance of their
continued donations of blood that the lives of gallant men
wounded in battle might be saved.
Within the sound of guns and sometimes actually under
fire, men of the Medical Corps were administering blood
plasma to dangerously wounded soldiers. This plasma came
from the blood bank to which all of us have contributed.
The fact that it was your blood and my blood which was
saving lives of Canadian, British, and American soldiers
brought the subject of maintenance into the realm of human
understanding more vividly, I believe, than could be possible
if the telling of the story of maintenance revolved only
around the inert elements of machinery, tools, and spare
parts.
Of course this story about maintenance of life upon the
battlefield concerned men who were possessed of the know-
ledge and the instruments _ with which to do their work,
but most of all it concerned another element, the blood
bank which was under their control and from which they
could draw the revitalizing and life-prolonging plasma. It
was not the men alone, or the instruments alone, or know-
ledge alone — or even the three combined — which prolonged
life. It was that fourth and essential element, the plasma
from the blood bank which the men with knowledge and
possessing the proper instruments could draw that made
possible the job of maintaining the human body on the
battlefield.
The Ordnance "Blood Bank"
I wish you would think about that for a moment because
I have an analogy to draw. Think about those four great
essentials for prolonging life — blood, instruments, men, and
knowledge. Yet, however important were the men, instru-
ments, and knowledge, the great essential element was the
blood bank held at the necessary supply level determined
by the requirements of the human organism.
In that I see the analogy to the United States Army
Ordnance system of weapon maintenance in battle. Sub-
stitute spare parts for blood plasma, substitute tools for
medical instruments, substitute damaged weapons for
wounded soldiers, and add the trained men— really Ordnance
doctors — with knowledge, and you have the elements for
weapon maintenance in battle.
Eliminate control of the blood plasma from those capable
of administering it and the soldier will die; eliminate con-
trol of spare parts from those upon whom weapon mainten-
ance depends and the weapon does not go back into the
firing line as quickly as it should and men also die.
There is quite a parallel between how the United States
Army regards its men and its weapons starting with the
first echelon of preventive health measures and preventive
maintenance of weapons up through each of the higher
echelons. In each echelon Ordnance regards, as its prime
responsibility above everything else, the maintenance of
weapons so the men may fight.
The subject which I was given to discuss was "Weapon
Maintenance in Battle." There is relatively little weapon
maintenance in actual battle. Of course there is some, but
the major maintenance is carried on in the combat zone —
that fluid area immediately behind the battle line into which
the United States Army disposes Ordnance maintenance
and supply units under single control in the service of the
combat troops. More accurately my subject should be re-
defined as "Weapon Maintenance in the Combat Zone."
In this mechanized war we should not think toe narrowly
about weapons as being only guns. The motor vehicle which
transports troops and supplies and the prime mover that
hauls the guns is as much a weapon in our modern army
as is the gun itself.
Motor Vehicles Increase Maintenance Problem
In all armies and in all wars the care and maintenance of
guns has been the responsibility of Ordnance officers. It is
only in this war that the motor vehicle with its diversity of
mechanical problems, its multiplicity of spare parts, and
the interchangeability of parts between different makes of
vehicles, has produced its new problems of maintenance.
True, guns have become more complex, fire-control instru-
ments are more intricate and delicate, but the spare-parts
and maintenance problems for guns have not been as serious
as the maintenance problems for automotive equipment. It
is the conversion of the peacetime motor vehicle into a
weapon of war, whether it be truck, tank, or half-track,
that has really made the maintenance problem in all armies
a major headache.
The United States Army recognized early in this war
that the motor-vehicle problem had to be solved if we were
going to fight successfully. Perhaps we did this as early as
we did because we are an automobile-minded people — a
nation where once it was promised there would be two cars
in every garage, and we came pretty near fulfilling that
promise.
How Supply and Maintenance Troops
are Echeloned
An understanding of how the Ordnance supply and main-
tenance troops are echeloned in theatres of operation is im-
portant. The plan grows directly out of combat necessity.
The soldier at the firing line has to be a good marksman;
he need not necessarily be an expert mechanic and he will
have little time for repairs. In the combat zone, directly
to the rear, an expert mechanic is needed, but he need not
necessarily be an expert marksman. Between these two
will be several degrees of ability.
The prime objective of the men in the front line is to
advance, not to repair. In order to get around quickly they
must have a minimum of impedimenta. They are interested
in guns that will shoot and vehicles that will transport.
Here they apply the Ordnance lessons of preventive main-
tenance. When either gun or vehicle fails they are intei?sely
interested in getting it fixed, but by the time it breaks down,
it is sometimes too big a job to fix on the spot.
An individual tank in the firing line has its tools
along with it. Where there is a company of tanks, perhaps
eighteen of them, the company has a pool of spare parts,
tools, and equipment and good mechanics. Farther back,
servicing more tanks, are battalions with larger pools of
spare parts and more specialized mechanics. Still farther
to the rear is the Division, which has an Ordnance Company,
which is as mobile as the Division. Being mobile they must
be limited in equipment, but they are depended on to make
unit replacements from their own spare parts supply as far
as possible. Then behind the Divisions are the Corps Ord-
nance troops which are more or less mobile. Still farther
back are the Army Ordnance troops, semi-mobile, which
can be moved, but movement must be done by shuttle. On
to the rear are the Ordnance bases, veritable arsenals. Here
620
November, 19/3 THE ENGINEERING JOURNAL
is the big reservoir of spare parts, and great specialization
is possible, both of men and tools.
These echelons of assigned responsibilities, based upon
parts, equipment, and allowable time, (which in turn de-
pends on mobility), tend to merge somewhat in practice,
depending on the situation. The front echelons will under-
take heavier jobs when they are idle than when they are
in the midst of battle, but the echelon system always acts
as a cushion.
The plan calls for the combat troops to use Ordnance
maintenance and supply personnel to the maximum advan-
tage. About five per cent of the total military strength of
the Army is allowed for accomplishment of Ordnance supply
and maintenance in the field, so every Ordnance man and
his tools and equipment, must, and does, operate in the
most efficient manner to serve the greatest possible number
of troops from his own controlled supply of parts.
To accomplish this the United States Army pools Ord-
nance field personnel into as large organizations as practic-
able, considering the mission of the troops being served.
This pooling has important advantages. The bigger the
pool the more it is possible to specialize the individuals in it.
Furthermore, spare parts and equipment are saved in pools
instead of being frittered away.
A typical Ordnance company is a composite organization
consisting of several functional sections and is able to handle
all types of Ordnance repair. It also has administrative and
supply sections. These supply sections, which are the blood
bank of Ordnance maintenance, can furnish the needs of
the troops directly, without requiring the maintenance sec-
tions either to get in contact with higher echelons or to
call upon another service for their supply. Ordnance would
no more consider the separation of supply of spare parts
for replacements from its maintenance company than the
medical man would consider separating his blood bank from
his hospital.
You will recognize that our Ordnance impetus of main-
tenance is from the front to the rear and the impetus of
supply from the rear to the front. The heavier and less
mobile supplies, in greater quantity, are stocked toward the
rear where the heavier repairs are made. Nowhere along
the line is the blood bank of supplies separated from the
men who have the tools and the know-how. Plans of organ-
ization change under the stress of combat experience, but
nothing has developed from the experience of battle that
has justified the separation of control of spare-parts supply
from the maintenance activities.
There are two problems in maintenance, one if the troops
are advancing and the other if they are retiring. If forces
are advancing, combat commanders press every advantage,
consolidate new positions, advance, and leave upon the field
such equipment as may require repair. If, on the other
hand, the forces have met with reverses and are being pushed
back, the attempt at repair or maintenance of weapons
during an evacuation under pressure would tend only to
impede the movement.
An Example from the Battle of Tunisia
The latter was particularly true in the second phase of
the Battle of Tunisia in which the Second Corps of United
States troops met its first reverse in January of this year.
An enemy force of material strength in armor, infantry,
and artillery had captured Faid about fifty miles northeast
of Gafsa at which point the Second Corps was attempting
to push through to a junction with the British Eighth Army
advancing up the coast. We were forced to evacuate Gafsa
after the enemy attacked through Faid Pass, took Sidi-Bon-
Zid, Sbeitla, and Feriana, and later overran the Kasserine
Pass.
During all this time, the Ordnance depot supply com-
panies and the maintenance companies were never separated
by any great distance, although they were unable to do
any material amount of maintenance work.
The situation was stabilized when a British Armored
Brigade arrived and joined one of the U.S. Infantry Divi-
sions and our artillery and shot it out with the enemy's
armored spearhead in a decisive action. The recession of
the enemy through Kaserine Pass began.
Our troops were not in a position to engage in intensive
pursuit operations. One of our armored divisions and one
infantry division faced major problems of re-equipment and
reorganization. Battle losses included a considerable number
of major items of Ordnance equipment. Ordnance Service
now faced a supply and maintenance crisis of staggering
proportions in the combat zone rather than in the battle
zone. More than 1,300 major items had been lost, not to
say anything of the damage to other equipment. To over-
come this condition the movement in the combat zone in-
volved keeping the supply units with their depot stocks
of spare parts in constant contact with the maintenance
units. They must not be separated. Also, supply contact
with the zone of communications is essential with central
control maintaining consolidated stock records. This is a
firm link between men with the know-how and the tools
and the depot companies with a blood bank of parts re-
plenished from advance bases.
The engagement of which I have spoken was a retreating
operation with a problem of maintenance quite different
from those which were to come later when the British and
Americans drove the enemy into Cap Bon and final annihila-
tion. The reason I mention this particular situation is be-
cause it lends emphasis to the co-ordination of movement
of supply and maintenance companies for what obviously
was to come. If this phase of the battle had not ended by
requiring a regrouping of the forces but on the other hand
had turned into a continued action with our engaging in
pursuit operations through Kasserine Pass, it would have
been even more vital to keep supply and maintenance
together.
The importance of the control of the blood bank of spare
parts between phases of an engagement must not be over-
looked. The Ordnance supply and maintenance units not
only had the job of rehabilitating the Second Corps' dam-
aged equipment but it had to draw upon its resources for
whatever the next phase of the battle might be.
It is hardly necessary to detail the problem involved in
the refitting of the Second Corps, but it is important to
bring out how essential it is that the control of spare parts
be under a single jurisdiction so that the correct balance
will be maintained between the refitting requirements and
the new supply problem for the next phase. With divided
control over supplies the inevitable conflict arises as to
which is the more important, to draw upon the parts for
maintenance or to draw upon them for the supply of the
forces in the next phase. It appears obvious that the reha-
bilitation of damaged equipment is the more important be-
cause another phase of battle is impossible unless the equip-
ment is in shape to enter the engagement. However, with
divided control, it is frequently the case that the supply
officer thinks first of the stocks for the next engagement,
leaving the maintenance crews who have to requisition their
spare parts to wait until the supply job is completed.
Procurement of Spare Parts
One important factor in the Ordnance supply-mainten-
ance combination I have purposely left to the last. By so
doing I hope it will get the consideration which it deserves.
It is the subject of procurement of spare parts.
Under our Ordnance system spare-parts procurement is
based upon requirements determined by Ordnance main-
tenance records. We believe and practice that the men who
do the maintaining are best qualified to determine the supply
levels and therefore should establish the procurement fac-
tors. It is not, in our opinion, a sound practice to rely upon
an authority separated from maintenance either for pro-
curement or distribution. (Continued on page 624)
THE ENGINEERING JOURNAL November, 1943
621
EVOLUTION OF A 1300-TON PRESS*
R. H. FERGUSON
Mechanical Engineer, Vancouver Machinery Depot and Vancouver Iron Works Limited, Vancouver, B.C.
SUMMARY — At a Vancouver engineering works a 1,300-ton
press was urgently needed to bend thick boiler plates. The
author tells how the press was made up from scrap material
and existing equipment available. Arc welding was employed
with marked advantage in this work.
At the outbreak of the present war our firm possessed a
horizontal hydraulic ram testing machine which had been
built in 1938 for testing all welded steel pipe fabricated
in the shop.
Construction of the 1000-ton Press
It became apparent that there would be no steel available
for large pipe making, and as our boiler shop had obtained
a contract for the fabrication of Yarrow type water tube
boilers, it was decided to use the 41 in. diameter hydraulic
ram, with its cast steel strongbacks, for a vertical ram
1000-ton press. This press was necessary to form the 1% in.
shell plates of the lower drums of the boilers, because our
large rolls were not quite strong enough to roll a plate of
'0\i f ftiota a
/i*tAT£
6fl#6 8£*tT
-SECTION Ah-
Fig. 1 — General arrangement of original 1, 000-ton press
showing welded side bars.
almost 9 ft. in length to the required small size of 23 in.
inside diameter.
We were already equipped with a 380-ton all welded
plate end breaking press, which incidentally had been made
in our own shop, and a 200-ton 3-ram flanging press; but
these were unsuitable for the job because the drums had
to be very true to radius and straight. They could have
been formed to the required half circles in the flanging
press sectionally, but satisfactory results could only have
been attained by slow and careful work. It was decided that
pressing hot in a single stroke was impracticable in the
flanging press without considerable die expense, and revision
of our heating and handling equipment.
Fortunately, the testing machine had been designed with
a stroke long enough, and strongbacks strong enough for it
to be used for an all purpose press. It was decided to connect
the cylinder to the 1500 lb. per sq. in. accumulator system,
for which pressure it had been designed, although when used
as a testing machine it had been actuated by a reciprocating
air-hydraulic pump.
The pressure from the accumulator is definite and has a
fixed maximum, and naturally the ram is not fast acting,
so the forces acting on the structure are definite and never
cause shock. These considerations allowed of a low factor
of safety compared to ordinary heavy duty machinery
driven by electric motors.
* This paper was awarded a prize in the James F. Lincoln Arc
Welding Foundation contest for 1942.
The basic requirement was a press of 1000-ton pressure
spread over a 9 ft. long narrow top die, with a table and
knife strong enough for a load of 1000 tons concentrated
over about 2 ft., which would allow for possible misuse.
The table also had to be at a comfortable operating level,
and the structure had to be such that it could sit on a
plank floor and be moved to new locations on that floor as
other special set-ups might require.
The 9 ft. gap made necessary the step type side bars
shown in Fig. 1, since the cast steel strongbacks of the
testing machine were only 8 ft. 4 in. long. A space between
the side bars was necessary for the operators to get at the
plate being bent for manipulation and template testing.
At that time there happened to be several pieces of used
30 in.-173 lb. I beam in the shop, which had been salvaged
for some structural job. They had a section modulus of 535,
an area of 53 sq. in. and a flange width of 13 in. They were
too weak to stand a combined bending moment and tension
resulting from the 500-ton load, 27J^ in. from the centre
of the I beam, so it was decided to strengthen them by
welding \Yi by 15 in. plates to both flanges, as shown in
Fig. 1. The tensile fibre stress then amounts to 16,500 lb.
per sq. in. and the compressive stress to 6,500 lb. per sq. in.
The steps at the top and bottom of the side bars had to
be kept down to Vèx/i in. in depth in order to bring the
table down to the proper operating level; also the table had
to sit on this step because the castings were not strong
enough to carry across to the side bars. Moreover, it was
desirable to have the side bars bolted to these strongbacks
in order to facilitate future alterations if required.
The strength of the step designed as shown depends
largely on the welding of three V/i in. plate ribs to the
face of the I beam flange, and this was done by first welding
the centre rib in place on both sides and then bevelling the
side ribs almost full thickness and welding from the outside
only. The concentration of the stress at the bend of the
inside flange plate made it imperative that a good heavy
weld be made in the natural V formed by the bend and
along the edges of the I beam flange. In fact a stress of
14,000 lb. per sq. in. was allowed for thip weld metal alone.
There never lias been a sign of deformation in these steps
under frequent full load conditions, over a period of one
year's operation. We did have some trouble with weeping
of the weld joining the cast steel cylinder to the upper
strongback, but this was caused by porosity and was
corrected by caulking of the cast steel. A steel plate
cylinder would not have given this trouble.
The knife carrying the top die was made from a piece of
the 30 in. I beam, with reinforcements similar to those of
the longer knife (used later), shown in Fig. 2. At first it
did not have the top and bottom plates, or the additional
web plates, and it telescoped }/i in. for a distance of about
15 in. when the full 1000-ton pressure was mistakenly put
on a short piece of plate. It was repaired by filling with
weld and then the strengthened were added.
The welded steel side bars cost about $500 each. Steel
castings would have cost $800 each, because of extra weight
required and patterns. This resulted in a saving of $1200 for
the four side bars. The cast steel side bars would probably
lune needed machining on the step faces (a very difficult
job for our machine shop), whereas the welded steps were
true enough not to require machining. The straight edges
of the iy<i in. flange plates are used as guides for the knife,
whereas the cast steelbars would have had to be machined
or other guides bolted on. These sayings are in addition to
the $1,200.
The bottom cast steel strongback had to be filled in
between the legs, in order to support the bottom die at the
622
November, 1943 THE ENGINEERING JOURNAL
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ends. This was easily done by welding in a plate with ribs
to carry the load to the webs. These welds are occasionally
very highly stressed because of concentrated loads necessary
at times to take the longitudinal curve out of some of the
plates, caused by a slight variation in hardness. However,
they have stood up without apparent deformation, and we
are secure in the knowledge that additional strengthening
and repairs can easily be made if required. When it is
realized that 1}^ in. plates are bended cold, to within 1J^
in. of the edge, and that the plates and ribs supporting
the bottom die are of this same plate thickness, some idea
of the stresses induced in these welds by transverse deflec-
tion of the die can be pictured without delving into the
mathematics of the case. At times shim strips are inserted
in the dies in short lengths so as to give proper curvature,
and the stress concentrations are so severe as to imbed
these strips into the dies.
On completion of the contract for these boilers, the knife
strongback was turned at right angles and a V block and
sharp bending knife fastened to the table and knife strong-
back respectively. Long plates for ship construction are now
being bent in 6 ft. bites, and the press has been found quite
handy for this work.
Conversion into a 1300-ton Press
Several months ago the firm was awarded a contract to
build a number of larger Yarrow type boilers of similar
construction to those previously made. It is necessary to
bend the same thickness of plate, 1J^ in., to the same
radius, but the drums are now almost 12 ft. long, and are
of all welded construction, instead of riveted, as in the
previous boilers.
By taking tests of the pressure required for bending the
previous plates, it was found that 1300 tons would be
needed to bend these new drum plates, and also the gap
would have to be increased to 12 ft. Some l^g in. and
15 16 in. plate was available from a previous contract, and
fortunately there was enough to these miscellaneous sized
plates to make a welded press, as shown in Fig. 3.
Steel castings were out of the question because of the
size and slow delivery due to wartime glutting of local
foundries, although we would have preferred to let this work
out at increased cost, our own shops being so full of work.
It was also impracticable to order more desirable plate sizes
from the mills because of priorities and delay.
For these reasons some unusual things were done, as a
glance at the drawings will show, but they could only be
explained by a detailed study of the material and cutting
lists. Suffice it to say, the parts were cut out and our stock
of spare plates is gone.
It was thus decided to make new welded strongbacks, to
weld the old cast steel 1000-ton cylinder to the new top
strongback, and to bring the total pressure to 1300 tons
minimum by adding two independent 190-ton presses, one
to each side. The old welded steel side bars are used to
carry their share of the load, which is 500 tons each. The
new 190-ton presses each push on one end of a new 12 ft.
knife strongback, and are located between the original side
bars, which are separated enough by the new design to
allow of this being done. They have their own welded side
bars of \x/i in. plate which carry their load independently
of the main side bars. The bottom steps of the auxiliary
side bars shove against the new bottom strongback, but
each unit is so bolted in place that there is no difficulty
in removing the auxiliary presses if so desired. They were
built, as shown on Fig. 2, with 18 in. clear between their
side plates, so that the operations will have room for mani-
pulation.
The new main strongbacks (see Fig. 4) are designed for a
concentrated load of 1000 tons in the middle of the 11 ft.
span so that the press can be used for bending operations,
using the knife lying across the strongback table. To obtain
the required strength in the lower strongback for bending
operations lengthwise on the table requires careful welding
of the ribs to the two middle webs, since the span is con-
siderable, being 17 in., and the bottom die cannot prac-
tically be made heavy enough to carry the load across by
itself. Consideration of possible future misuse also entered
into the calculations. These welds were made in the shop;
the procedure was to weld all the ribs in place against the
straight plate, except the end ribs which were welded in
from the outside after the curved plate has been welded in.
The welding of this curved plate to the webs was the
most difficult part, and it was necessary to so design the
structure that the welders could make a decent weld in their
confined quarters, and get in and out without too much
trouble. We could not get any volunteers to weld them-
selves inside as a contribution to the war effort, and were
forced to design the ends with this in mind, and the fact
that the ribs had to be as shallow as possible. Alternative
methods of welding from the outside suggested themselves,
but were found impracticable with the sizes of material
available, and in order to get the required depth for strength.
The two ribs shown at the centre of the bottom strongback
were put there so that future additions to the width of the
table can be made as a cantilever to react through the ribs
against the webs.
The material for the alteration to the press, other than
the auxiliary cylinders and pull back cylinders, weighs
60,000 lb. The total cost on completion will be about
$4,500 net. If these parts that are being welded could
have been made in cast steel, the weight would have been
\
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Fig. 3 — General arrangement of 1,300-ton press after
conversion, showing auxiliary presses.
THE ENGINEERING JOURNAL November. 1943
623
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about 75,000 lb., and the net cost $7,500, without allow-
ing for any machining or possible straightening. This results
in a net saving of $3,000.
The cast steel strongbacks left from the original press
can now be used for other work, if desired, by building a
welded steel cylinder and piston to complete them as another
press.
Conclusion
The following is a summary of essential points with
reference to the use of welding instead of other methods
of construction for this class of work :
1. Welding is generally cheaper, even in this locality
where heavy castings can be purchased in ordinary times
for 73^c per lb.; whereas plate and structural shapes pur-
chased locally cost 5c or more per lb., to which must be
added the costs of transport and fabrication.
2. Welding permits a job to be rushed through in our
own shops without being dependent on outside pattern-
makers and foundries for delivery.
3. The variety of work in our shop makes it necessary
to make frequent alterations to our limited equipment.
Structures and machines built up from steel plates and
shapes lend themselves admirably to alterations, because
the surfaces are flat and square. All parts are accessible for
repair or alteration, since they can always be cut out the
way they were assembled. For instance we could do nothing
in the way of incorporating the cast steel strongbacks into
our new strongbacks, except at considerable cost, but it
would be possible to alter the new strongbacks with far
greater ease.
4. The fear of blow holes and spongy metal is eliminated
by using rolled steel plates and shapes. The warping of
welded steel parts is, of course, a recognized hazard which
can be controlled or provided for. In our experience, castings
of economical thin sections give just as much trouble, but
with the added grief of not being allowed for. Castings are,
of course, often lumpy or have shrinkage hollows and
cracks. Occasionally we are left holding the bag when a
large casting is a failure, and we are tied up for delivery.
Local cast iron has been of such variable quality in large
castings that it is practically ruled out as far as its use by
our firm is concerned, where closely calculated strength is
required with ordinary factors of safety. This state of affairs
is now being remedied somewhat.
5. In the rush of our alterations and variety of other
work, detailed design is sometimes not possible, but with
welded fabrication the job can be watched as it builds up,
and defects not noticed in the design can be cared for easily.
In some cases it is difficult to get a correct idea of the
finished castings from a survey of the pattern and core
boxes. Desirable alterations are impossible when the metal
is cast. The shifting of cores and other accidents may escape
unnoticed.
6. Finally, in the structures described in this article, arc
welding was used because we have found from experience
that arc welding, done by competent welders, stands up to
all that is claimed by reputable manufacturers of arc weld-
ing machinery. Welding in this locality has had a long
uphill fight against the inertia of custom, severe competition
in price from other forms of fabrication, and the relatively
high cost of steel plates and shapes. Tests demanded by
inspectors of welding now being used in our shop in the
fabrication of combustion chambers and the joining of fur-
naces to tube sheets in Scotch marine boilers have proved
that consistent good quality of arc welds is easily obtain-
able. In the next few months further justification of the
use of arc welding will be shown, when we have installed
the X-ray equipment necessary for the examination of the
welds in the drums for the large Yarrow type boilers.
7. Welding makes it possible to utilise odd shapes and
sizes of material, or salvaged material, for the manufacture
of equipment such as these presses. This makes it feasible
to develop machine tools which under ordinary conditions
could not be hoped for because of the cost. For instance,
a press of the capacity we required would have cost about
$30,000 landed here, if it could have been bought. This
1300-ton press will only cost us about $6,000 for the work
now being done, and will most likely be far more adaptable
to future changes. Press equipment such as has been des-
cribed is invaluable for bending plates and shapes for use
in arc welded construction, and the use of arc welded con-
struction makes it possible for small shops to build this
equipment.
WEAPON MAINTENANCE IN BATTLE
{Continued from page 621)
The end result of all Ordnance procedure is maintenance
of all weapons in a condition suitable to the job for which
they were designed. To accomplish this end result it is well
recognized that there must be no deviation of the factors
of parts control anywhere along the line.
The main job of maintenance revolves around the "bits
and pieces" rather than the unit replacements. There are
more piston rings needing replacement that there are trans-
fer cases; more distributor points than batteries needing
attention; more gaskets than engine blocks; and so on
through the whole list. It is these bits and pieces which must
be procured and distributed in proportion to their usage
as determined by the consumer who is the maintenance man.
These bits and pieces represent 85 per cent of the volume
of spare parts and only 15 per cent of the dollar value;
while the major units represent only 15 per cent of the
volume and 85 per cent of the dollar value.
It is the record of maintenance working in close associa-
tion with supply under the direction of a single Ordnance
organization that is making possible the successful job which
the United States Army is doing not only in keeping its
own vehicles rolling and its guns shooting but sometimes
those of the United Nations as well.
624
November, 1943 THE ENGINEERING JOIRN \L
THE ENGINEER AS PLANNER
RALPH E. FLANDERS
Chairman, Committee on Research of Committee for Economic Development. President, Jones and Lamson
Machine Company, Springfield, Vt.
An address delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, Ont., on October 2nd, 1943
Some ten years or so ago it chanced that I appeared at a
round-table discussion at which another participant was
one of the leading economists of the country. Before the
meeting, we were being entertained at dinner, and in the
conversation around the board, my economist friend re-
marked that the worst thing that could happen to the
country was to put its economy in the hands of engineers.
This seemed at the moment like an uncalled-for criticism
of the abilities and usefulness of our profession, and as can
be imagined, I was up in arms at once.
When, however, he began to expand his point of view, it
began to appear as true and important. If may serve a good
purpose to review that point of view even to-day, after the
lapse of a decade of turbulent history.
It would be disastrous to apply engineering procedures
directly to the control of society. It would be disastrous
because it is completely unworkable to treat human beings,
whether individually or in the mass, as though they were
machines subject to simple, invariable, mechanical laws
which can be discovered, organized, and successfully applied.
However much we may discover about the causes and the
nature of human actions, the control of them still remains
an art rather than a science, and it certainly will remain an
art rather than a science so long as any of us who are here
present live and have the faculties intelligently to observe.
How many of us remember "Technocracy ?" It was the
spectacular economic fallacy of that day. It was the attempt
of a poorly informed, intellectually confused engineer to
reduce social problems to engineering terms. It struck terror
into the hearts of some groups and aroused unwarranted
hopes in the hearts of others. More seriously, the possibilities
of the direct use of engineering principles to our current
problems fascinated some engineers of real ability. This was
the serious and the dangerous thing.
How dangerous it was we can see clearly in retrospect
when we review the history of Germany in the period be-
tween the two wars. In that nation, every resource of science,
every resource of engineering, was bent toward the develop-
ment and carrying out of a social end. That end was the
building up of Germany into an irresistible world power.
Pure science for its own sake disappeared. Engineering as
applied to its normal, limited objective of undertakings
useful to human progress was caught in the net of national
control and made abjectly subservient to the nation's
paranoiac objective.
Not merely was science and engineering thus enslaved,
but cultural studies and the humanities as a whole were in
large part abolished, while the remainder was likewise chan-
neled into the service of the national objective. The great
search for truth was abandoned. German scholarship and
professional integrity were alike prostituted to an unworthy
purpose.
In a great address made a year ago in New York, Dr.
Hopkins, president of Dartmouth, described this situation
and made an eloquent plea for the preservation of the
humanities and for their independent cultivation outside
of the control of government or of organized majorities.
He performed thereby a great service in putting his finger
on one of the greatest dangers with which we are faced —
that of the political supremacy of technicians in a cen-
tralized government. It should be a matter of great concern
to us in the engineering profession that we resist the fatal
fascination which we are all liable to feel for the direct
application of engineering principles to social problems. The
danger having thus been pointed out, let us proceed to
consider just where our contribution lies and just how we
can best make it.
We are faced with the necessity for a considerable measure
of planning. This necessity will be made still more clear by
the difficulty of shifting our operations from the first total
war in which we have ever been engaged over to a peace-
time economy in which, again for the first time, we meet
the opportunity of a high level of employment, production,
and human satisfaction.
The problem divides itself into two parts. The first is
the determination of what is economically, industrially, and
scientifically possible. The second is the question of what
is politically possible.
We must never forget that this second question — what is
politically possible — is the ruling factor. Ultimately, politics
in the broad sense determines what we can do and what is
going to happen to us. Your speaker does not have the
wisdom or experience to make authoritative pronounce-
ments on this score. All of us, as citizens, are a part of the
influences which make reasonable procedures possible or
impossible. As specialists in our profession, we have simply
to realize that our usefulness is limited by the political con-
ditions in which we participate as citizens. Let us turn at
once, therefore, to some reflections on that area of our
problem which is more nearly a science than it is an art.
The subject of economics occupies the middle ground be-
tween the two. It is classified as a social science. That classi-
fication in itself indicates its position midway. None of the
social sciences is so clear in its relations of cause and effect,
or has such clearly definable causes, that effects and results
can confidently be predicted in advance.
Economics itself is a study of human behaviour. It is
based first and earliest on generalizations derived from ob-
servation, more lately and more specifically on statistical
studies of human behaviour under conditions in which the
causes were isolated, so far as isolation is possible.
Laboratory procedure is impossible. Experimentation by
varying one factor at a time and observing its influence
unaffected by other factors is unattainable. The laboratory
is the nation as a whole and the world as a whole.The vari-
ables are numerous and complex, and they do vary beyond
our control.
If this is a mechanism, its nearest approach in physical
terms is to celestial mechanisms, in which there are no fixed
points and only kinetic constraints on the movement of
the elements. The disturbance of the movement of the smal-
lest and most remote body affects the movement of every
part.
We have discovered the complex nature of these rela-
tionships first in our endeavours in the United States to
control recovery and secondly in the necessary attempt to
control and direct our economy to the waging of an all-out
war. Every time some apparently simple and obvious action
has been adopted — for instance, in price or production con-
trol— its effects have spread throughout the whole structure
and have resulted in disturbances which were unexpected,
difficult of correction, and sometimes almost disastrous.
A current example is the difficulties which have been de-
veloped by the prices which have been set on such simple,
earthy products as corn and hogs. The price of corn has been
so set that it is more profitable to feed it to hogs than, for
instance, to dairy cattle and poultry. In consequence, it
has been so fed on an enormous scale. At the same time,
the selling prices on hogs have still been such that, in con-
nection with frozen prices on pork products, all of the smaller
THE ENGINEERING JOURNAL November, 1943
625
meat-packing houses have been thrown out of production,
leaving the industry in the hands of the big packing houses.
As a result, the States are threatened with a cutting down
of the dairy industry and a shortage in our milk supply, at
a time when the requirements for fluid milk domestically
and for powdered milk and cheese for export are of extreme
importance. Poultry products, particularly powdered egg,
again essential to our allies in the conduct of the war, are
likewise destined to be curtailed. The complexity of dis-
turbances reaches into transportation, into the cost-of-living
index and wages, and unfavourably affects the whole task
of restraining the inflation spiral with its destructive effect
on savings and our future well-being.
The most hopeful thing that has come out of our wartime
administration was the remark made by a man in high place
in our war administration a few months ago, to the effect
that he never realized what useful things the profit motive
and the price system were until he had been charged with the
responsibility for controlling our economy by direct action.
Society is not a mechanism. It is an organism. Let us
never forget this. But where, in this case, shall we find the
sphere for social action of the engineer ?
In the first place, the whole situation demands the engi-
neering approach. It is the role of the engineer to apply the
discoveries of pure science to the practical attainment of
human desires. He stands and works with one foot in each
of these two worlds.
Our society has long needed this point of view and this
approach. We have had the scientists working as scientists
in the expansion of human knowledge. We have long had
human problems crying for solution. We are now engaged
in the task of building up a technique of social engineering
which shall bridge that gap in the social field as the engineer
has bridged it in the physical field.
A moment ago, I spoke of society as an organism rather
than as a mechanism. Perhaps this gives the clue to the
procedure. Our most useful parallel may be between the
social organism and the human organism, rather than be-
tween the social organism and the machine.
The endeavour to maintain the health of the human body
has gone through a number of phases. Its first phase was
the pre-scientific, in which untenable physiological theories
such as that of bodily "humours" in the theoretical field and
the deadlines of "night air" in the popular field held sway.
Animistic remedies and safeguards of fetishism were
invoked.
Then scientists began to learn something about the human
body and, at the same time, began to note the effect of
various drugs, and we had a period in which symptoms and
medication were, I suppose, the foundation of medical
science. A large measure of usefulness still remains in this
type of applied knowledge. Later, developments came in
surgery, and for a time it seemed to the layman that the
remedy offered for an unusually large percentage of human
ills was to "cut it out." The specialist in cutting out this
or that organism was in high repute — and he still remains
so when his specialty is considered against the whole back-
ground of knowledge of human health.
The real triumph, however, in prolonging the healthful
life of the race has been based on the science of hygiene.
Better living conditions so far as they concern fresh air,
exercise, and well balanced diet have worked wonders. The
whole study of vitamins and their natural or artificial pro-
vision in the human diet has worked wonders. The elimina-
tion of disease germs by proper sewerage disposal, food
handling and refrigeration, and all the other improvements
have added their quota to the sum total of human health
and happiness.
As we look over the actual processes by which these un-
deniable and statistically measurable results have been
reached, I am sure we will be convinced that, in a very large
measure, the job itself has been done by engineers, while
the specific jobs were set by the specialists in medicine and
hygiene.
It will be useful to remember that the scientific study of
the human body during all this period has not been in the
direction of making its actions more simply comprehensible.
Every new bit of knowledge has added immeasurably to
the mystery of its complication and the mystery of its
elaborate and microscopically confined chemical activity.
The more complicated, the more incomprehensible we have
found the human body to be, the greater success we have
attained in ministering to its health and well-being.
May I refer briefly to one endeavour being made at the
present time to determine and apply effective principles of
hygiene to the support of the health of our social body.
Many of you have heard of the Committee for Economic
Development. It is an undertaking on the part of business-
men, first to assure that they play their part as businessmen
in the post-war world, to make their contribution in their
individual companies, in their communities, and in their
industries in the maintenance of a high level of profitable
productive employment. They can see that if this is not
done, the body of our society, for inescapable political rea-
sons, will suffer a very severe sickness indeed, so great that
the well-being of every citizen will be damaged or destroyed.
In this detailed planning for individual companies, for
communities, and for whole industries, the engineers con-
cerned have a large part to play. They are concerned with
the development of new products. They are concerned with
the development of their communities and the public works
which are needed therein and which can furnish a reservoir
of employment for times when employment is falling off.
They are concerned with the broader appraisal of the future
of the industries with which they are connected — whether
or not new products and new methods are tending to render
them obsolete or whether new opportunities are arising
out of new scientific developments which should lead to
expansion and redirection.
The second part of "C.E.D.," as it is familiarly known,
deals with these questions of social hygiene which have
just been mentioned. This has been defined as the "climate"
in which business lives and performs its functions. This
climate may become unfavourable so that business cannot
perform its social functions; it may become deadly so that
those functions are practically impossible and chaos and
anarchy result. We are committed to the belief that effective
action lies in over-all controls rather than in the multitude
of complicated and impossible specific controls that have
seemed so necessary in total warfare, and which the O.P.A.
official previously mentioned found so difficult of satisfac-
tory application.
Your speaker is chairman of the Research Committee of
C.E.D., which has set itself the task of developing the
hygienic principles which, if applied to our society, will
enable business to perform its socially useful function. It
performs the engineering office of making application of
the studies undertaken by a staff of technical men and an
advisory body of social scientists, to the practical problems
which it has posed. This is the true engineering function
applied to social problems. In my belief, it is the most
hopeful project now under way in the United States for
reaching a practical solution of the immensely complicated
problem which will face us as the war draws to a close.
Our earnest attention to this group of problems is more
than a domestic necessity for the United States or for
Canada or for any other nation. With the close of the war,
we will be faced with an international crisis which the
social conditions of the individual countries will affect and
by which they will be affected.
It is becoming, I believe, increasingly clear that the deter-
mining factor in the post-war world lies with the relations
between the United States and Great Britain on the one
hand and Russia on the other, with a corresponding effect
on the future of China. It is not necessary to go into a de-
tailed discussion of this matter here, except to say that it
overrides and overwhelms all planning of ideal world states,
626
November, 1943 THE ENGINEERING JOURNAL
international police forces, world banks, and all of the other
paper organizations on which we are so busily engaged.
We probably need not fear Russia from the standpoint of
military conquest. We may confidently expect that after
the terrific çffort she has made in this war she will be con-
cerned to an almost exclusive extent with the rebuilding of
her industries and the reviving of her programme for rais-
ing the standard of living among her own people. This is
not the area in which she will pose her problem to the
western world.
The problem she will pose will be a political one. We must
not be surprised to find that she will come out of the war
with her political influence dominant in the Baltic states, in
Poland, and in the Danube basin. We must not be surprised
if it is dominant in the Balkans. We must not be surprised
if the only popular government which can be formed in
Germany will be one which accepts Russian political opin-
ions. It is even within the bounds of possibility that the
same may be true of France and Italy. It is finally probable
that the British Empire and the United States together will
be unable to prevent this development.
To sum the matter up, we must raise questions as to
whether we have any right, under the terms of the Atlantic
Charter, to endeavour to prevent forcibly (and that would
be the only way) this political development, each nation
having the right to choose its own form of government. Not
merely would we lack the right to interfere, but we would
lack the right to question the wisdom of these countries in
coming to such a conclusion, in view of the strength of
protection which Russia has proved that she can offer and
the weakness of the insurance on which the Western powers
were able to make good when the need for cashing in on
that insurance arrived.
This is the international post-war problem, and its reper-
cussions will not terminate at the boundaries of those nations
which tie up their fortunes with Russia. They will be felt
throughout the body politic of the British Empire, as they
are being felt to-day. They will be felt throughout the masses
of our own citizens in the United States.
It can be demonstrated by historic analysis and by valid
reasoning therefrom that these political principles from
Eastern Europe never have and, in all human probability,
never can and never will provide for the common man the
advantages which free enterprise has provided for him in
the past and which it can in larger measure provide in the
future if the necessary over-all controls are determined and
applied. These cold-blooded, logical approaches will not
prevail. The only effective protection which the people of
our western world will have against the spread of unfor-
tunate ideology will be the active, rapid, and effective de-
velopment of our own economy to higher levels of employ-
ment that are both profitable and productive to the mass
of ordinary citizens.
This will be a real ideological war beginning as the physical
warfare ends and increasing in intensity when the physical
warfare ceases. It can never be anything other than tragic
to have to throw a nation into physical warfare, but we can
welcome this coming ideological contest with confidence and
with joy. Our warfare will be waged by increasing the well-
being of our country and its citizens, not by destroying
that well-being. The peril is great; the opportunity is even
greater, and engineers have a great part to play.
Abstracts of Current Literature
QUALITY CONTROL
From Trade and Engineering (London, Eng.), August, 1943
A Checking System
One of the biggest aircraft and aero-engine producers in
Great Britain, the Bristol Aeroplane Company, is now
employing a checking system which enables the inspection
department to discover, without loss of time, the funda-
mental cause of any poor workmanship in its workshops.
The success of the sj^stem is proved by results: in the
department in which it has been operating for some time
it has reduced scrap from about 3 per cent of the total
output to 0.75 per cent and corrections from approximately
7 per cent to less than 3 per cent.
The system is based on the laws of probabilitj' and aims
at preventing inaccuracies before they reach serious propor-
tions, rather than waiting until the harm has been done;
in other words, it is designed to check at an early stage a
tendency to turn out spoilt parts, either on the part of the
operator or the machine. As production has gone up and
up to meet war demands, without firms being able to make
a corresponding increase in the size of their skilled inspection
departments, there has been a tendency for inspection to
form bottleneck, with the result that work has piled up
and frequently not been inspected until long after the shift
has ceased work and gone home. It was therefore impossible
to discover whether a particular operator or a particular
machine was a consistent offender; all that was clear was
that the percentage of scrap to good work was high. To
prevent such an occurrence the ideal would perhaps be for
each machine and each operator to have its own inspector,
but this would not be possible in peace-time for economic
reasons, while in war-time it is quite out of the question,
with production many times its pre-war size and the
demand for skilled inspectors far exceeding supply. For
that reason the Bristol Company has experimented for the
last six or seven months with a new svstem which can
Abstracts of articles appearing in
the current technical periodicals
detect mistakes before they have become expensive in time
and material. The first experiment was carried out in a
turning shop, and the system has now been extended in an
adapted form to a press shop. It cannot be used to detect
faulty materials; it is concerned only with workmanship.
It is based on what is known as quality control, and in the
Bristol workshops it has led to a greater uniformity of
product, a larger volume of good output without increase
in cost, the earliest possible detection of trouble, or pros-
pective trouble, in production, and, not least, a current and
authentic record of the quality of the product.
USEFUL FORECASTS
In effect, what happens is that the statistical scientist
says that the probable range of variation in the manufac-
ture of a particular part can be forecast on the evidence of
a trial run, and that precise limits can then be set within
which an inspector with a measuring gauge can check, not
each individual part, but the average run of the output.
The system seeks to anticipate faulty work, not so much
by checking the spoilt parts as by checking the tendency
,to turn them out. The inspection check can normally be
applied before the inaccurate work is produced; in other
words, it discovers a trend towards inaccuracy on the part
of the machine or the operator and at once takes the
appropriate steps to check that trend. This is possible
because every part which the inspector selects for examina-
tion is recorded on a control chart not unlike the tempera-
ture charts used in hospitals. The chart shows permitted
tolerances in manufacture, and between those outside
limits other lines are drawn on the chart to indicate lesser
limits, arrived at by measuring the essential dimensions on
the first set of samples and treating the average as express-
THE ENGINEERING JOURNAL November, 1943
627
ing the law of probability. Both the extreme and lesser
limits are indicated on the chart by lines. Each chart is
ruled out in small squares, each -representing one ten-
thousandth or one- thousandth of an inch. A dot in the
appropriate square shows the average measurement of each
sample group of parts examined. New entries are made on
the chart every hour, half-hour, or less, as is appropriate,
to test the trend of the work. If the dots show an inclination
to move towards the limiting lines and a tendency to
remain there the indication is that something is wrong with
either the machine or the operator.
SAMPLE CHECKS
Whether the machine-tool appears to be all right or
whether the operator appears to be carrying out his or her
work correctly, it will be obvious from the results shown
on the chart that one or the other, or perhaps both, is com-
mitting some fault. The intervals at which sample checks
are made are so arranged that not less than 15 per cent,
and not more than 30 per cent of the parts produced by one
machine and one operator are measured. For checking
purposes the last components produced on the machine are
always used as samples, so that the most up-to-date infor-
mation may be available. It will be seen therefore that while
this system cannot prevent defective work on the part of a
machine or an operator it has the effect of reducing the
volume of defective work by checking the tendency before
the output has reached serious proportions. At the Bristol
works the inspection is carried out in the same shop as
that in which the machines are working. The inspectors sit
at the benches alongside the machines, keeping their charts
up to date, so that no time is lost between the discovery
of a tendency towards faulty work and the adoption of
measures to check it. If a machine-tool is suspect a setter
is near at hand to examine it.
The system relies for its success on the formula for con-
verting sample averages into control limits. To calculate
those limits the average dimensions and range recordings
are used, and at least eight consecutive sample checks are
taken in order to provide sufficient data to give a true
indication of the trend of an individual machine and/or
operator. Having decided upon the number of sample
checks to be taken the full average dimension — that is, the
average of averages — and also the average range over the
whole series of samples can be ascertained. In addition to
this current check, a data sheet is compiled, both as a
running record and for future use in the event of a demand
to repeat work on the same article.
EXTENSION OF THE SYSTEM
Before the scheme was introduced at the Bristol works
the quality control system was the subject of much discus-
sion and research, and it was ultimately decided to apply
it for an experimental period to the automatic section of
the machine shop. A training school was set up to train
women inspectors in the requirements of the system, these
inspectors having been employed on the final inspection of
machine details. The experience gained in the automatic
section was sufficient to indicate the value of the system,
and training was extended to cover a further group of
women inspectors with a view to applying the process to
the remainder of the shop. Further experiments showed
that there were inherent in the organization of the shop
various factors which rendered the purely theoretical
technique unusable except to a limited extent. While it was
quite possible to apply the theoretical system to parts
produced by automatic machines, with large orders running
over a period of several days, it could not be applied to
the capstan lathe and milling sections, where work is
planned on short orders to suit production requirements,
and in many cases the time covered by an operation is so
short that control cannot be established.
The system was, however, found to be adaptable to the
various peculiarities of production needs. Modified arrange-
ments have therefore been adopted; for example, the use
of one chart to cover a number of successive orders from
the same type of machine, even though there is a- time inter-
val between the orders. Adjustment of control limits to
allow maximum permissible variation and the use of small
groups, and shorter intervals between checks on small
orders, have also proved beneficial. The experience of the
company to date indicated that in this adapted form
quality control can be accepted as a substitute for final
inspection, provided that the chart shows a satisfactory
course of production. Therefore, except where the dimension
involved is so vital that 100 per cent inspection is essential,
no final inspection other than a visual check for obvious
defects, such as material flaws, is now carried out on parts
which have been controlled on production. It has been
found that women inspectors, if properly trained, are quite
capable of dealing with the periodical sample checks and
the plotting of the charts. The general preparation of the
chart (including the insertion of the vertical scale), data
sheets, and other records is dealt with by a small clerical
staff on each shift.
The Bristol Company has issued a hand-book explaining
the new checking system to the employees concerned. They
have welcomed the scheme, realizing that it will result in
their efforts making a consistently greater contribution to
the .war effort by reducing the time and material lost by a
faulty machine or imperfect workmanship.
OIL ENGINES FOR LANDING CRAFT
From The Engineer (London, Eng.), August, 1943.
Considerable interest has been aroused by the outstand-
ing success of the amphibious operations in Sicily. The
success of such operations depends largely upon a continuous
supply of suitably designed oil engines for the propulsion
of the craft which take so important a part in the landing
of guns, tanks, and personnel. A short time ago we were in-
vited to visit one of the many factories which are engaged
in the production of hulls, engines, and gears for landing-
craft. The occasion marked with fitting ceremony the reach-
ing of a production figure which stands high in the oil engine
outputs in this country. The factory we were permitted to
inspect is a wartime creation which is engaged on Admiralty
contracts, and is under the able management of a leading
firm of oil engine manufacturers. It was taken over in an
almost derelict state, as the business in which it was pre-
viously occupied had been abandoned for close upon twenty
years. The entire reconstruction of the premises and their
adaptation to a wartime programme of engine construction
was accomplished in the short space of six months, and
when we visited these works we were impressed by The
general lay-out and the order and cleanliness in the various
shops, which is in accordance with the highest standards
of oil engine construction.
We were interested to learn that very few skilled men.
other than key operatives, are employed at this factory,
and that the workers who have been up-graded and trained
by the firm are about 100 per cent of the whole. Again,
the percentage of women workers is high and reaches over
45 per cent. Many of those now actively employed in
assembling engines, both men and women, have had no
previous experience in the engineering trade.
The factory is primarily an assembly works, although
some overhauling and reconditioning of used engines is (lone
Some 200 subcontractors are engaged in the production of
finished parts for delivery to the factory, which work rep-
resents the activities of some 25,000 workers. All parts de-
livered have been previously accepted by inspectors of
Lloyd's Register of Shipping. In designing the special en-
gine chosen for this work, a number of features were intro-
duced with a view to the employment of a maximum number
628
November, 1943 THE ENGINEERING JOl K\ M
of sub-contractors and at the same time the maximum dis-
persal essential under wartime conditions of manufacture,
having always in view the maintaining of a constant flow
of parts to the assembly plant. This bold policy has been
fully justified by the result obtained, and we were interested
to learn that the actual performance of the engine has in-
dicated its capability of withstanding double the running
hours for which the unit was originally designed.
The engine chosen for this particular work is of the
twelve-cylinder pattern, there being two banks of cylinders,
in vee form, with an angle of 60 deg. between them. Each
bank consists of two blocks of three cylinders. Each cylinder
has a bore of 7 in. and a stroke of 1% in., and the designed
output of the engine is 500 B.H.P., when running at 1,375
r.p.m. The compression ratio is 17 to 1, and the brake mean
effective pressure at full load is 81 lb. per square inch. The
engine has no fly-wheel, and it is coupled to an oil-operated
reverse and reduction gear-box through a flexible coupling.
The total combined weight of the unit is 843^ cwt. The
engine is run up to speed from cold by means of an electric
starter of standard pattern.
Some points in design may be noted. The crank case differs
from that of a standard engine, and is specially designed to
receive the four blocks of cylinders, which are finished
machined, and honed to receive the dry type liners, which
are pressed into them by hydraulic machines operating at
a pressure of 2 tons. The internal finish of the cylinder
blocks and external finish of the liners makes a metal-to-
metal joint, which allows for the maximum transference of
heat. The cam box consists of a separate unit built in two
halves, which is accommodated in a central position between
the cylinder blocks. We noted that cast iron camshafts are
employed in conjunction with cam levers having chrome-
deposited surfaces. The main connecting-rods are of the
central type, combined with a specially designed forked
connecting-rod in which the customary foot has been
avoided by incorporating a radius palm, which makes pos-
sible a lighter rod and relieves the stresses in the connecting-
rod bolts.
On arrival at the works the various parts are accommo-
dated in the stores. One of the first operations we noted
was that of completely scouring the crank case in order to
remove all traces of sand, after which a coating of special
oxide paint is applied. The cylinder blocks are lapped to
the crank case in order to ensure a perfect oil-tight joint.
The crank shafts, after careful inspection, are hand polished
and all burrs removed. The scale is removed from the in-
terior of all pipes before assembly. After the fuel pump con-
nection pipes have been bent to the required shape, they
are connected to a standard fuel injection pump and sub-
mitted to a process of flushing for 15 min. in order to re-
move all traces of internal scale.
Owing to the weight of the engine unit, it was found not
practical to adopt the track or moving belt system of erec-
tion, but equally good results have, we understand, been
attained by the use of groups of specially trained operators
who carry out the various stages in the erection process and
move from engine to engine.
On completion, the engine pass, after final inspection, to
the test bay, which is equipped with a large number of test
cubicles, permitting non-stop testing. Each cubicle is com-
plete with its Froude water brake and the various testing in-
struments. The units are first submitted to a twelve-hour
continuous test at a water temperature of 150 deg. F., which
reproduces closely the actual conditions under which the
engine will be called upon to work. The fuel and lubricating
consumptions are carefully checked, and on the completion
of test the engines are stripped down and all working parts
are carefully examined by a Lloyd's acceptance officer. On
the completion of this inspection the engine is reassembled,
and it then undergoes a short test at varying speeds. It is
now packed and prepared for dispatch. In order to avoid
possible damage when lifting engines for dispatch or on
arrival at their destination, a neat lifting gear has been de-
vised which is attached to lifting buttons incorporated in
the design of the engine.
Apart from the erection and testing of the new engines,
which we have already referred to, engines are periodically
received from service and are completely overhauled and
reconditioned. After stripping down, all parts of the engine
are inspected, gauged and their measurement and condition
recorded on special charts, so that the general performance
of these parts can be carefully studied. A special wear re-
placement schedule has been drawn up, and this is strictly
adhered to, all parts worn to dimensions outside the pre-
scribed limits being removed and replaced by new ones. The
pistons and the other parts connected with the process of
combustion are decarbonised in special tanks filled with
chemical solutions which facilitate the decarbonising pro-
cess, and the cylinder heads and blocks are subject to a
careful descaling process. The cleaned and inspected parts
then pass to the assembly and erecting shops, where they
are reassembled under the same conditions as for a new
engine. In view of the thoroughness of the methods we have
outlined, no distinction is made between the overhauled
and the new engines, all parts being drawn from a com-
mon pool.
The inspection of this wartime factory by members of
the technical Press and the authorities in charge of the
factory and those using the engines was a gratifying part
of the production celebration. They were able to see for
themselves the fulfilment of the advanced planning during
the dark days of the Continental setbacks, when it hardly
seemed possible that the units for the construction of which
in such large quantities plans were being courageously laid
could be so effectively utilised to carry the war into the
enemy's camp.
BRITAIN'S MAN-POWER
From The Engineer (London, Eng.), August 27, 1943
In The British Ally, which is officially published weekly
in Russia, an article by Mr. M. S. McCorquodale, the Par-
liamentary Secretary of the Ministry of Labour, analyses
the use of man-power in Great Britain, and claims that
Britain has mobilised her man-power more highly than any
other nation. In the middle of 1942 Britain had a total of
46,750,000 people, of which about 33,130,000 were effective,
representing those over fourteen and under sixty-five years
of age. This effective population comprised 15,900,000 males
and 17,230,000 females; 10,000,000 of the women were
married or occupied in necessary household duties and there
THE ENGINEERING JOURNAL November, 1943
629
were 9,000,000 children under fourteen. The number of
persons in full-time paid service or employment was about
22,300,000, which number consisted of 15,200,000 males
and 7,100,000 females, including 2,500,000 married women.
In munition factories the percentage of women employed
was high. It was about 35 per cent in the engineering and
allied industries and about 52 per cent in the chemical and
explosive industries. A million more men are employed on
the production of munitions than were employed on similar
work at the end of the last war. Of the 3,250,000 unmarried
women between the ages of eighteen and forty, over 90 per
cent were engaged in whole-time work in the Armed Forces,
in civil defence, or in industry. The whole of the men born
between the middle of 1900 and September, 1925, had been
registered under the National Service Acts to the number
of 7,750,000, while the older men born in the year of 1892
to the middle of 1900 who were registered under the Regis-
tration of Employment Order numbered 1,933,000. The
great majority of these men were already engaged in work
of national importance. The women born in the year 1897
to the middle of 1924 who had been registered numbered
9,600,000; 2,000,000 men and women in classes which were
not normally engaged in industrial employment had been
mobilised for full-time war work, while 650,000 women,
most of whom were married and had household responsibili-
ties, were in part-time industrial employment.
SALVAGING THE "NORMANDIE"
From Marine Engineering and Ship-ping Review, Sept. 1943
Abstracted by Mechanical Engineering, Nov. 1943
Salvage operations on the former French liner, Normandie,
transferred by the U.S. Maritime Commission to the Navy
Department on December 24, 1941, renamed the U.S.S.
Lafayette, and damaged by fire at a New York pier on Feb. 2,
1942, are reported briefly in the September issue of Marine
Engineering and Shipping Review.
It will be remembered that the Lafayette capsized and
was resting on its port side at an angle of 79 deg. On Feb. 24,
1942, jurisdiction of the vessel was assumed by the Chief
of the Bureau of Ships who placed it under the immediate
cognizance of the Supervisor of Salvage, U.S.N.
In order to determine whether or not the Lafayette should
be salvaged, the Secretary of the Navy, on April 15, 1942,
appointed a special committee to make recommendations
in respect to salvage or other disposition.
On May 1, 1942, the committee reported, recommending
that the vessel be raised and the question of reconditioning
be held in abeyance.
Captain W. A. Sullivan, U.S.N. , supervisor of salvage,
undertook direction of the operation on the Lafayette. Owing
to the size of the operation and the great number of other
operations being conducted by the Navy Salvage Service
and Merritt-Chapman & Scott Corporation, salvage was
undertaken directly by the Navy using as little of key per-
sonnel of the Merritt-Chapman & Scott Corporation as
possible.
In November, 1942, when Captain Sullivan was ordered
to North Africa, Captain B. E. Manseau, U.S.N. , who had
been hull superintendent in the Navy Yard, Pearl Harbor,
several years previous to and several months following the
Japanese attack, succeeded Captain Sullivan in directing
the salvage operations of the Lafayette.
Six hundred to eight hundred men have been regularly
employed on the salvage job during the past year, of which
as many as 75 have been divers. Upon their efforts as well
as those of the supervisors and engineers hinged the success
of the salvage plan. Three-hundred-fifty-six air ports sub-
merged an average of 60 ft. below the surface and 8 to 10
ft. in the mud, had to be patched and braced with reinforced
concrete in order to withstand the water pressure that would
be exerted on them when pumping was started.
Table of Weights, Capacities, and Volumes
Portholes closed 356
Deck opening, patched, sq. ft 5,447
Estimated tons of debris and scrap removed 6,000
Tons of superstructure removed 5,000
Estimated pounds of broken glass removed 8,000
Cubic yards of mud removed 10,000
Board feet of lumber placed in ship by divers as shoring
and bulkheads 240,500
Number of wedges, plugs and small patches (by divers) 4,500
Total weight of large patches, tons 150
Tons of concrete added 1,685
Number of 10-in. salvage pumps aboard 40
Number of 6-in. salvage pumps aboard 28
Number of 3-in. salvage pumps aboard 25
Total capacity of pumps, tons per hour 40.000
Average number of men working on wreck 700
Average number of divers 70
Estimated total cost of salvage $3,750,000
Actual cost of salvage up to June 1, 1943 $3,050,000
Estimated total volume of divers' air used, cubic feet
(standard temperature and pressure) 2,530,000,000
Tons of water inside ship to be pumped out 100,000
In addition to these ports, certain cargo ports were open
at the time of the disaster. They also had to be closed and
backed with reinforced concrete laid under water. In patch-
ing, closing, and shoring of the air ports, cargo ports, and
other openings, the great difficulties encountered by divers
cannot be overemphasized. Because of the complexity of
construction, divers had to find their way through devious
passages, staterooms, and machinery spaces. Because of
the silt in New York Harbour, these men had to work in
total darkness for underwater lights cannot penetrate this
murky water.
Before divers could work in these submerged spaces, the
spaces had to be cleared of the dunnage, debris, and miscel-
laneous stores and equipment with which they were filled.
When the vessel rolled over, the furniture, stores, and all
other portable objects contained inside of the vessel were
dislodged and fell to port. The submerged portion of the
athwartship passageways between the cargo ports in the
ship's side, through which much of the access to the spaces
requiring attention by the divers was obtained, were prac-
tically blocked with debris.
Almost all of the air ports and cargo doors, which required
patching, were found to be covered with mud which had
been squeezed into the ship through open or broken air
ports or cargo doors. In many cases, divers found that some
of the staging, hung on the portside of the vessel prior to
the fire, had been crushed under the side of the vessel with
many large timbers protruding at sharp angles through open
ports, making the patching of these ports extremely difficult.
In several cases, where both doors of cargo ports were open,
more than 30 ft. of mud had squeezed through. It was neces-
sary for divers to enter these compartments, sometimes
sinking over their heads in the mud, to clean out debris
and direct mud discharge.
In most cases, mud was found to be 10 to 12 ft. deep in
way of open cargo ports. Moreover -, divers spent months
fighting the hazard of spun glass which had been used for
insulation throughout the ship. It seemed that the fine
glass penetrated the skin through the pores and could not
be removed except by allowing time to let it grow out.
Actually, the divers' lives were constantly in danger be-
cause of the broken glass and ragged steel edges, threatened
to sever air and life lines.
In most salvage cases, the salvor must constantly be on
guard against gas hazards arising from the decomposition
of organic materials and the displacement of oxygen by
any one of a number of causes, such as burners' torches
and the operation of engines. Besides these usual dangers
of gas, the salvors on the Lafayette were faced with addi-
tional hazards resulting from the organic material entering
the ship from the slip. Two of the city sewers empty into
the slip where the Lafayette lies. Extensive water tests were
made early in the salvage operations to determine the ex-
tent of the hazard resulting from these organic materials.
630
November, 1943 THE ENGINEERING JOURNAL
Various gas-testing devices and implements were used
throughout the salvage of the vessel as a constant precau-
tion against formation of gas. The fatal hydrogen sulphide
was found at various times and the workmen were pre-
vented from entering these compartments until proper ven-
tilation had done away with the danger.
The salvage plan involved the completion of the follow-
ing general operations:
1. Removal of the superstructure above the promenade
deck above and below the water line.
2. Trimming of the promenade deck to prepare for the
placing of patches on all of the openings.
3. Removal of all partition bulkheads, furniture, wood-
work, and inflammable material inside of the vessel, both
above and below the water line.
4. Closing sixteen cargo ports on the portside of the vessel
and concreting and bracing port cargo hatches.
5. Closing 356 air ports on the portside of the vessel and
patching and concreting the air ports.
6. Removing approximately 10,000 cu. yd. of mud.
7. Cleaning out boiler rooms, rearranging floor plates,
securing boilers to foundations.
8. Cleaning out turbogenerator room and propulsion-
motor rooms.
9. Patching all promenade-deck openings below the water
line.
10. Installing timber and concrete bulkheads.
11. Shoring promenade deck.
12. Making intermediate deck tight; patching all open-
ings.
13. Checking pumping arrangements. Closing all pipe
lines in the vessel leading from one compartment to another.
14. Checking all available plans of ship to determine
strength of bulkheads and decks for dewatering operations.
15. Installing and arranging forty 10-in. salvage pumps,
twenty-eight 6-in. salvage pumps, and twenty-five 3-in. sal-
vage pumps and piping for dewatering.
16. Making detailed calculations of stability and strength
for righting operations.
17. Removing portion of the pier and driving fender piles.
After pumping operations had started, it became neces-
sary to maintain complete control of the vessel at all times.
The plan involved a pumping schedule which restricted
the initial movement of the vessel to one of rotation on the
port bilge keel rather than actual flotation. Mud suction,
however, might restrict free movement to the extent that
when the suction was broken, the ship might lurch to star-
board. This uncontrolled flopping of the ship would be ex-
tremely dangerous since the vessel might crash into the pier.
It was, then, of great importance that the mud suction be
broken very gradually so that at no time would the vessel
be out of control.. This was accomplished by pumping down
a certain amount, as was predetermined by stability calcu-
lations and holding that pumped water level in the various
compartments in order to let time help break the suction,
rather than to set up tremendous stresses by extreme pump-
ing. Water and air jets were installed to help break this
suction if required, although their use was not required.
It was planned that the righting operations should com-
mence during the latter part of the summer of 1943. Actually
they began on August 6. The cleaning up of the ship and
the removal of the timber and concrete bulkheads must be
done before actual reconstruction can take place.
Pumping operations were commenced with the vessel at
the original 79-deg. inclination. By August 15, pumping
having proceeded under careful control, the vessel had
righted to approximately 30-deg., at which point, removal
of bulkheading and salvage gear was necessary eventually
to bring the ship to an even keel. This work is now in pro-
cess of completion.
Expenditures for salvage up to June 1, 1943, totalled
$3,050,000. It is estimated that the total cost of salvage
will be $3,750,000.
THE INTERNATIONAL ORGANIZATION OF
RESEARCH
From The Engineering, (London, Eng.), August 27, 1943
There is good reason to believe that the co-ordina-
tion of scientific effort between Britain and North
America will prove to have been advanced appreciably
by the visit paid to the United States and Canada
by Sir John Anderson, the Lord President of the Council,
who returned to this country by air a fortnight ago
after spending some ten days in Washington and
Ottawa. There was no secret about the general purpose of
his visit, which was said to be that of discussing with the
authorities on the other side of the Atlantic the scientific
matters connected with the war effort. He went first to
Washington, where he arrived on August 2, remaining rather
less than a week before going on to Ottawa, whence it was
reported that he was taking steps to establish a committee
of scientists to act (in the words of the Ottawa correspondent
of The Times) "as a clearing house for information and
reports in connection with scientific war-time-research." The
committee, it was stated, would be formed in the first in-
stance by the Governments of the English-speaking coun-
tries, and that it was hoped eventually to extend the scheme
to include other countries, with a view to co-ordinating
scientific research for both war and peace.
While in Ottawa, Sir John addressed a Press conference,
to which he gave some indication of the collaboration al-
ready existing in scientific matters between Britain, Canada
and the United States, and expressed keen appreciation
of the contribution of Canada to the joint efforts in
this direction. In many respects, he said, British scientific
development had been in advance of German science, and
the close co-operation in the scientific policies of the English-
speaking nations was ensuring that this advantage was
maintained; he mentioned radio-location as a branch in
which British science had established a definite lead, ob-
serving that, but for the development of that technique
before the war, the German air onslaught on Britain might
have had very different consequences.
The initial steps towards Empire collaboration were
taken in the early days of the war, when Dr. R. W. Boyle,
of the National Research Council of Canada, and Sir John
Madsen, of Sydney University, visited London. In 1940,
Professor Hill went to Washington on behalf of the Air
Ministry and took the opportunity to enlist the support
of President Roosevelt to the general principle of a closer
scientific liaison. The interest of Lord Lothian, the British
Ambassador at Washington, was similarly engaged; and
the Australian Minister in the United States, Mr. R. G.
Casey, together with Sir Gerald Campbell, the High Com-
missioner at Ottawa, and others of like mind, tried to ex-
pedite some definite action in London. For various reasons,
those in authority in London were not immediately respon-
sive; so, in August, 1940, without waiting longer for full-
scale Government action, Professor R. H. Fowler, of Trinity
College, Cambridge, went to Canada to act as scientific
liaison officer with the National Research Council there,
and endeavoured also to improve scientific contacts with
the United States, where in June a National Defence
Research Committee had been formed under the chairman-
ship of Dr. V. Bush, of the Massachusetts Institute of
Technology. In the autumn of that year, however, in re-
sponse to an invitation from President Roosevelt a British
scientific mission, headed by Sir Henry Tizard, went to the
United States and also to Canada. It did some very valuable
work in both countries; indeed, Professor A. V. Hill de-
clared emphatically that "No words can overstress the im-
portance of what was achieved by that mission and by
Fowler's strenuous efforts."
THE ENGINEERING JOURNAL November, 1943
631
From Month to Month
PRESIDENT CAMERON'S VISIT TO
TO THE WEST
Branches of the Institute in the West and in northern
Ontario were visited by President Cameron last month.
Leaving Toronto immediately after the joint meeting with
The American Society of Mechanical Engineers on October
3rd, the president inaugurated his tour of the branches at
Regina. From there he went to Calgary, Lethbridge, Kel-
owna, Vancouver and Victoria. On the return trip he stop-
ped at Edmonton, Saskatoon, Winnipeg, Port Arthur and
Fort William, and Sault Ste. Marie. Mrs. Cameron accom-
panied him all along the trip, and contributed much to the
brightness of the meetings.
The general secretary was to have accompanied the presi-
dent, but an urgent call from the government for the Insti-
tute to carry out an important assignment made it necessary
for Dr. Wright to cancel his trip at the last minute. The
assistant general secretary, however, met the president in
Winnipeg on the return trip, and accompanied him in his
visits to the Winnipeg, Lakehead and Sault branches.
At Winnipeg, a regional meeting of Council was held,
thus affording councillors from the western branches an
opportunity to secure first hand information on the manner
in which the Institute is governed, and to present the west-
ern point of view in the determination of policies. All western
provinces were represented at the meeting. Besides Vice-
President W. P. Brereton and Councillor J. W. Sanger of
Winnipeg, the following officers from outside were present:
Past-President S. G. Porter from Calgary, Councillors A. M.
Macgillivray from Saskatoon, E. Nelsonjrom Edmonton,
and C. E. Webb from Vancouver.
A new feature of the tour in British Columbia was the
visit made by Mr. Cameron in company with Councillor
Webb of Vancouver, to the engineers of the Okanagan val-
ley. A luncheon meeting was held at Kelowna under the
chairmanship of the Honourable Grote Stirling, an Honorary
Member of the Institute. The success of such visits indi-
cates that the Institute might be justified in opening^new
branches in certain districts.
The president continued the practice inaugurated by his
predecessors of visiting the engineering students in the
various colleges. He spoke at the universities of British
Columbia, Alberta, Saskatchewan and Manitoba where he
presented the Institute prizes to the students. Mr. Cameron
also visited the Royal Canadian Naval College at Royal
Roads, Victoria, where the authorities indicated a desire on
the part of the students to become associated with the
Institute. The response to the president's visit at the Uni-
versity of British Columbia was prompt. At the Winnipeg
council meeting, Councillor Webb presented a petition,
signed by twenty-eight students of the University of British
Columbia, requesting the establishment of a Student Section
of the Institute in Vancouver. The formation of the section
was immediately authorized.
In the course of his addresses to the branches, the
president stressed the importance of clear thinking on the
problems of post-war reconstruction. He warned his listeners
against the belief, current among the public, that large
public construction projects were the answer to the problem
of rehabilitating men and women from the services and the
war industries. Private enterprise will be expected to share
the responsibilities with the government, and it will be
necessary to see that the figure representing producer goods
in relation to consumer goods in the national income, is
maintained at the level, which in the past has proved con-
ducive to a balanced economy. Everywhere the president
has found the engineers much alive to postwar problems,
and well aware of their responsibilities.
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
At several branches, the meetings were held jointly with
the provincial association, and with such groups as the
chambers of commerce and others directly interested in the
problems discussed. During his tour, the president also ad-
dressed branches of the McGill Graduates Society at Win-
nipeg, Regina, Vancouver, Victoria, Edmonton and, in
Vancouver, he was the guest speaker at a luncheon meeting
of the Board of Trade.
These annual visits to the branches of the Institute have
proved very useful in strengthening the ties between mem-
bers across our vast country, and in enhancing the prestige
of the profession with the public. In spite of the physical
exertion inherent to such a tour, President Cameron has
carried out these two functions most successfully and has
earned the gratitude of all engineers.
WARTIME BUREAU OF TECHNICAL
PERSONNEL
Freezing Order and the Engineer
Technical persons have been enquiring if the recently
announced "freezing" order applies to them and, therefore,
a word of explanation seems appropriate at this time.
The "freezing" order is an amendment to Part II of the
National Selective Service Civilian Regulations, P.C. 246.
Therefore, it does not legally apply to technical persons
whose employment is controlled under the provisions of
Part III. However, as the new order applying to man-power
generally is intended to minimize avoidable turn-over and
ensure that important work already underway is not inter-
rupted, it is reasonable that the controls already existing
for technical persons should be applied in such a way as to
have a parallel result.
In effect, such control is already incorporated in the
Technical Personnel Regulations. Since March 23, 1943,
the re-employment of a technical person has been subject
to the approval of the Minister of Labour. In considering
whether approval should be granted or withheld for new
employment of an individual, the Minister of Labour
(acting through the Bureau) will subject the proposed duties
to even closer scrutiny than has been the case in the past.
Technical persons should therefore note that, before con-
sidering cessation from present employment, it is advisable
to request guidance from a Bureau regional representative
or from Ottawa.
Advice to Employers Discharging Personnel
There is also a need for closer observance of the regula-
tions by employers, particularly Section 301 (1), which calls
for notification "forthwith" when a person ascertains that
he will be laying off or discharging a technical person. If a
company has completed a large project or work is otherwise
decreasing, it is not reasonable that they should keep a
technical person on their payroll doing nothing. But it is
definitely expected that each employer shall make every
effort to plan well in advance as to future needs for technical
staff and to co-operate in so planning a lay-off as to simplify
the absorption of any technical persons concerned into other
activities of high labour priority.
Maintaining University Staffs
Due to the diversion of a large number of university in-
structors to the Armed Forces and to various scientific
projects, it has been difficult to maintain university teach-
ing staffs at the bare minimum necessary to enable these
institutions to function effectively. This is particularly true
632
November, 1943 THE ENGINEERING JOURNAL
in the junior categories, such as demonstrators and lecturers.
The Bureau has done what it could to provide relief in this
situation and it is interesting to note that, from the gradu-
ating class of 1943, 114 junior instructors or research workers
were diverted to the university field for the time being. In
addition, a number of placements have been effected by the
Bureau, including some for senior teaching posts, from
among graduates of earlier years whose services could be
made available for this important work.
Visitors Welcomed
Numerous visitors to Bureau headquarters have ex-
pressed interest in the Bureau's procedure and methods of
handling technical personnel matters. Such visits are wel-
comed, and it is hoped that many others will take advan-
tage of an opportunity to call while in Ottawa. First-hand
knowledge of activities will be particularly useful to em-
ployers' representatives whose duty it is to handle personnel
problems relating to engineers and scientists.
ENGINEERS' COUNCIL FOR PROFESSIONAL
DEVELOPMENT
Annual Meeting
At the annual meeting of this society which was held in
New York on October 23rd, it was reported that, in spite
of the war, considerable progress had been made in all the
objectives. The four main committees whose titles describe
the society's principal interests presented reports showing
varying progress. These are committees on Engineering
Schools, Student Selection and Guidance, Professional
Training and Professional Recognition.
Chairman R. E. Doherty, president of the Carnegie
Institute of Technology, summarized the year's activity
and drew attention particularly to progress which had been
made towards the preparation of the Manual for Junior
Engineers, and the tests for determining the probability of
a student being able to satisfactorily complete an engineer-
ing curriculum.
The manual is part of the work of the Committee on
Professional Training. Its purpose is to assist the student
and young graduate to lay out a programme which will
secure for him "progressive improvement in a well-rounded
life." Dr. W. E. Wickenden, president of the Case School
of Applied Science, has been chosen as the author of the
manual which is the best guarantee of an excellent product.
The most important recent undertaking of the Committee
on Student Selection and Guidance has been the counselling
and guidance of high school students. Considerable experi-
mental work has been carried out in the "application of
educational measurements most appropriate for the selec-
tion and guidance of beginning students of engineering."
The development of statistical technique for use in mental
measurement is not a new topic, but it has been a contro-
versial one. Recent accomplishments in the States have
indicated that as a predictor the methods have considerable
value. It is proposed to carry on the tests under the joint
auspices of the Engineers' Council for Professional Develop-
ment, the Society for the Promotion of Engineering Educa-
tion and the Carnegie Foundation for the Advancement of
Teaching. Ten prominent educational institutions have ac-
cepted the invitation to participate in the tests.
The annual meeting marked the termination of office of
Dr. Doherty as chairman. To him belongs great credit for
the progress made by the Council in recent years. He has
been succeeded by Everett S. Lee, of the General Electric
Company, Schenectady, who has been chairman of the
Committee on Professional Training.
The Institute's representatives on E.C.P.D. are:
J. B. Challies 1
A. Surveyer [ Members of Council
C. R. Young )
C. J. Mackenzie, M.E.I.C.
was awarded the Sir John Kennedy Medal for 1943 by Council of the
Institute. Dr. Mackenzie is acting president of the National Research
Council at Ottawa and dean of engineering at the University of
Saskatchewan. The presentation of the medal will be made at the
Annual Meeting in Quebec City, next February.
Student Selection and Guidance — Harry F.Bennett, London
Engineering Schools — none
Professional Training — C. R. Young, Toronto
Junior Panel — J. W. Brooks, Niagara Falls, Ont.
— W. E. Brown, Hamilton, Ont.
Professional Recognition — J. A. Vance, Woodstock
COLLECTIVE BARGAINING FOR THE
ENGINEER
Fortunately, there has been less activity of the organized
labour groups among the engineers in Canada than in the
United States. Nevertheless, it is well known that for some
time the two larger organizations have been trying to get
a foothold here.
Indications are that so far the only progress is with the
sub-professional groups and with young engineers whose
work is still at the sub-professional or training level. In
the United States where greater progress has been made,
it is still principally at the sub-professional level. Never-
theless, the movement is an important one to the engineer-
ing profession, particularly in view of the steady progress
being made both in Canada and in the United States
towards collective bargaining. It will bear watching and
study.
The American Society of Civil Engineers has been con-
cerned for some time with trade organizations in relation-
ship to civil engineers, and recently approved a policy which
is both revolutionary and far-reaching. It has been decided
that if compulsory or collective bargaining is going to in-
clude the engineers, then the engineers had better get busy
about setting up their own organization to handle their own
affairs. This is the only means by which control of working
conditions for the engineers can be kept out of the hands of
non-professional and non-technical groups, whose policy and
philosophy are so different from that of the professional
man.
The A.S.C.E. has decided to appoint four new assistant
secretaries, to be located strategically across the country,
whose principal duties will be to advise local groups and to
assist them in establishing their own bargaining units. An
appropriation of $50,000 has been made for the purpose, to
cover the costs for one year. It is very apparent that the
THE ENGINEERING JOURNAL November, 1943
633
Society takes a serious view of the situtaion and means
business.
Sometime ago a special committee was set up to study
the problem. It has recently made very definite recom-
mendations which have been accepted by the Board of
Direction of the Society. The Journal presents herewith a
slightly abridged copy of the committee's report which gives
a clear account of how it is proposed to meet the situation.
The engineers in Canada will find in this much food for
thought.
The Board of Direction
American Society op Civil Engineers
Gentlemen :
The Committee on Employment Conditions places before
you, with its recommendation for adoption, a proposal that
at first consideration you may deem unusual. However, it
believes that thoughtful consideration of the proposal will
disclose its merit.
The Committee met in Albuquerque, New Mexico, Sep-
tember 11, 12, 1943, with all members present. Mr. George
T. Seabury, Secretary of the Society, and Mr. Howard
Peckworth, Assistant-to-the-Secretary, also were present
and participated in the deliberations of the Committee.
The Committee members agree unanimously that the
most important factor influencing the present and future
welfare of professional engineers, and particularly those en-
gaged in the Civil Engineering field, including the members
of the American Society of Civil Engineers, is collective
bargaining as provided for by National and, in some cases,
State legislation.
Collective Bargaining is with us and will remain indefi-
nitely. There is good reason to believe that the application
of collective bargaining will be widened and that in the
near future all employees, regardless of occupation, will be
forced to adopt collective bargaining group procedures in
one form or another.
If the professionally-minded engineer is not prepared to
bargain collectively through representatives of his own
choosing, collective bargaining will be done for him by rep-
resentatives selected by an organization with which he may
not wish to be identified. It is probable that not less than
ninety percent of the membership of the Society would
come under the classification of employees and that sooner
or later, under the provision of the National Labor Relations
Act, these engineers will be forced unwillingly, unless some-
thing is done to protect them, into organizations which will
assume bargaining powers for them.
In fact, it is believed that unless the professionally-minded
employees within our membership, and others, are identified
with organizations of their own choosing, formed especiallly
for collective bargaining purposes, such collective bargaining
will be assumed by units composed largely of sub-profes-
sional and non-professional persons, and related to the
manual trades.
The Committee on Employment Conditions is extremely
conscious of the gravity of this situation as it affects the
Society and its membership. The Committee believes, more-
over, that the time has arrived when the Society must per-
form this economic function for its membership as well as
those of an educational, scientific and technological nature.
We believe we are fully aware of the meaning of this step
and its implications, but if the professionally-minded civil
engineer is to maintain his identity as such, this action is
imperative.
The Committee on Employment Conditions recommends,
therefore, that the American Society of Civil Engineres in-
stitute collective bargaining facilities for civil engineers. In
order to accomplish this function, the Committee recom-
mends the adoption of the following 3-phase programme by
the Board of Direction as necessary in order to implement
that objective: It is proposed (1) that the Constitutions of
the Local Sections of the Society be amended to establish
within them bargaining groups each in its own area, (2) that
assistance be given those groups by the employment of four
field representatives, one to be operative in each of .the
four Zones, and (3) that an adequate definition of profes-
sionally-minded employees be adopted as the basis for the
collective bargaining groups proposed.
(1) Each Local Section to Provide for a
Collective Bargaining Agency
In conformity with Federal Legislation, collective bar-
gaining units must be local in character although these
locals may be affiliated with one another through a national
co-ordinating agency. It is therefore impracticable for the
Society to attempt to establish itself as a national collective
bargaining agency but it may act as the co-ordinating agency
for such local collective bargaining groups as are established
and it may render them guidance and financial support.
Each Locale Section, therefore, to act as a focal point
through which to carry out the function of a collective
bargaining group, should amend its constitution, according
to required Society procedure, to establish a local "Com-
mittee on Employment Conditions," using the phraseology
indicated later herein.
Section IV. The Committee shall have the duty and the
power to direct all activities looking towards the acquisition
of adequate compensation and satisfactory working condi-
tions for all Professional Engineering Emploj'ees resident
within the geographical limits of the Local Section and shall
represent them in compliance with and pertaining to any
laws, relating to such matters, of the United States, or of
the State or States as lie, in whole or in part, within the
boundaries of the Local Sections. The Committee shall ad-
minister its functions in accordance with the general direc-
tion of those Professional Engineering Employees who have
paid the dues stipulated in Section VI.
Section VI. The expenses of the Committee shall be de-
frayed by dues of $....*.... per year collected by the
secretary-treasurer of the Committee from those Profes-
sional Engineering Employees who are members of the
Section and by dues of $...**... . per year similarly col-
lected from those who are non-members of the Section,
resident within the Local Section area, who wish to be
represented by the Committee and have been determined
by the Board of Directors of the Section to be Professional
Engineering Employees.
{2) Field Representatives
It is the Committee's belief that a sincere and effective
effort in this matter of collective bargaining will not be of
material value unless the Local Section Committees on
Employment Conditions shall have the frequent aid of a
man, alert to and conversant with the unsatisfactory em-
ployment conditions that undoubtedly will arise in a given
area. His experience and advice will be invaluable and upon
occasion his personal efforts in conciliation may be far more
valuable than any formal collective bargaining procedure.
It seems desirable that four such men be engaged, to be
operative, for the present at least, one in each of the
Society's zones.
These representatives must be "hand-picked" and must
possess certain special talents necessary for the proper dis-
charge of their duties. Their duties and functions would be
to assist and advise with the various Local Section com-
mittees, as provided for in the foregoing amendment to the
Local Section Constitutions, on all matters concerning col-
lective bargaining; to organize, if necessary, and to assist
$..*.. Preferably not to exceed $1.00 annually, except as emergencies
may require.
$. .**. .Preferably not to exceed $5.00 annually, except as emergencies
may require.
634
November, 1943 THE ENGINEERING JOURNAL
professional civil engineer employee groups; to work with
and advise members concerning collective bargaining organ-
izations; to address and advise with student groups and
under-graduates in engineering schools with a view toward
making prospective engineers professionally-minded. They
may also very properly interview and advise non-members
who seemingly are eligible for Society membership and, in
general, expand the influence of the Society.
The cost to the Society of maintaining four special field
representatives to function under the direction of the Sec-
retary may not be minimized. The Committee visualizes
that the salaries, travel, legal advice, and other facilities
required will approximate $50,000 per year for the four new
men required.
It is the belief of the Committee, however, that such an
amount is really nominal compared with the benefits and
objectives to be accomplished and, were the cost of such a
programme to be much greater, the Committee believes it
would still be a justifiable expense to be borne by the Society.
The professional civil engineer must maintain his identity
as such and remain in professional status.
It is recommended that the Board approve the employ-
ment of four Field Representatives and appropriate the
sum of $50,000 per annum for the expenses that thus pro-
perly may be incurred.
(8) Definition of "Professional Engineering Employees"
In order that professional civil engineer employee groups
be identified and segregated as such under the provisions
of the National Labor Relations Act, it is necessary that
the professional engineer employee be clearly and precisely
defined. In other words, in order that professional engineer
employees may form organizations for collective bargaining
purposes, the membership of such groups must conform to
definite qualifications and characteristics of such nature as
will exclude from affiliation with them, persons not having
those qualifications and characteristics.
The following definition of "Professional Engineering
Employees" is proposed.
"The designation 'Professional Engineering Employees,'
used in the sense that persons capable of being so desig-
nated may join with others similarly capable of being so
designated for the purposes of collective bargaining sepa-
rately from any other group composed of persons not
capable of being so designated, shall be that of only those
who, excepting employers or those to whom employers
have delegated managerial responsibility with respect to
employment conditions, possessing an intimate knowledge
of mathematics and the physical sciences, gained by tech-
nological and scientific education, training and experience,
and in a position of trust and responsibility, apply their
knowledge in controlling and converting forces and ma-
terials to use in structures, machines, and products, and
whose work requires the exercise of discretion and judg-
ment, is creative and original and of such character that
the output cannot be standardized; and those who, with-
out the experience set forth, but having been graduated
from an approved educational institution and having re-
ceived the degree of Bachelor of Science or its equivalent,
in Engineering, are engaged in engineering work."
It is recommended that the Board approve this definition
of "Professional Engineering Employees".
Respectfully submitted,
Ashley G. Classen
Gail A. Hathaway
C. W. Okey,
Richaed G. Tyler
A. M. Rawn, Chairman
Committee on Employment
Adopted by the Board of
Direction, Oct. 11, 1943.
George T. Seabury,
Secretary.
Conditions
During the presidential visit to Vancouver, Mrs. K. M. Cameron
launched the tanker Mount Bruce Park at West Coast Shipbuilders
Limited, on October 17th. From left to right, Mrs. W. N. Kelly,
Mrs. G. A. Walkem, President of the Institute K. M. Cameron, Mrs.
K. M. Cameron and Mr. R. K. Walkem.
ENGINEERS' WIVES ASSOCIATIONS
The presidential tour of the western branches last month
provided an occasion for the wives of members to get to-
gether in most of the places visited. Mrs. Cameron was en-
tertained by the wives of the engineers at several functions
which were tempered by the seriousness of the times, but
nevertheless proved very enjoyable both for the visitors
and the local ladies.
It is interesting to note that, in Regina and Winnipeg,
the arrangements were made by organizations which are
permanently established. The successful operation of such
associations suggests the idea that the ladies in other locali-
ties might be interested in details with a view to taking
similar action.
At the time of writing, we have little information about
the organization in Regina, but we are pleased to reproduce
the following account of the functions held in Winnipeg on
the occasion of the president's visit, and a short history of
the local association, prepared by its president, Mrs. M. A.
Lyons.
On October 22nd and 23rd, the Engineers' Wives
Association of Winnipeg was pleased to entertain Mrs.
K. M. Cameron of Ottawa and Mrs. H. N. Macpherson
and C. E. Webb from Vancouver.
The Executive was very anxious to have Mrs. Cameron
attend the regular monthly meeting, so that she might
see what the organization is like, how it conducts meet-
ings, what the Association has done and what it hopes to
do. The meeting took the form of a luncheon on Friday,
with the usual business session, and a short musical
programme.
On Friday evening Mrs. E. P. Fetherstonhaugh enter-
tained the guests and the Executive at dinner. On Satur-
day morning, Mrs. A. E. McDonald had a coffee party
at her home and Mrs. John Dyment was hostess at a
luncheon for our guests. Saturday afternoon the Associa-
tion held a tea at the home of Mrs. R. A. Sara, and so
ended quite a round of festivities for these sombre war
days when everyone is too busy to think much about
social doings.
Back in 1940, a small group of engineers' wives were
spending an evening together while their husbands at-
tended an engineering meeting. Someone had an inspira-
tion— "Let us form an Association of Engineers' Wives
and get to know each other as the men do in their associa-
tion." Wives of engineers in Winnipeg were contacted
and the response was overwhelming with over one hun-
dred women anxious to join. The original group met,
drew up a constitution, and appointed a nomination com-
mittee, who presented their slate of officers at the first
general meeting. Mrs. E. P. Fetherstonhaugh was elected
the first president of the Association.
THE ENGINEERING JOURNAL November, 1943
635
Our Association meets once a month from September
to April. This meeting is usually a luncheon, but may
take any form the Executive decide — sometimes an even-
ing meeting, occasionally with the mighty engineers them-
selves ! A regular business meeting is held with reports of
officers and committees, then a speaker, or music, or some
other form of entertainment. Our present membership is
one hundred and ten with membership fees at $1.00 a
year. The qualifications for membership are: "Any wife
or widow of any graduate engineer or of any member of
a recognized professional engineering society."
The Association was formed as a purely social organiza-
tion, but under wartime pressure it was felt we must con-
tribute in some way to the war effort in order to justify
our existence. We have two sewing groups and a knitting
group and have turned in to Red Cross and V-Bundles
of Manitoba an almost unbelievable amount of work. We
are also working in Red Cross Sewing Rooms making
hospital supplies and garments for our troops. We supply
mostly our own materials, which we buy out of our funds.
As funds become low they are augmented by various
means, such as raffles, teas, etc. Since the Association was
formed in May, 1940, we have spent $688.87 on war relief,
and have now $65.35 in the War Relief Fund, and $176.58
in the Administration Fund — a healthy financial con-
dition !
We have groups of workers at the United Services
Centre, the Central Volunteer Bureau and the Blood
Donor Clinic.
There is one professional writer in our Association and
several of Winnipeg's outstanding musicians who also
give of their time and talent to entertain our men in the
services.
And so it goes — the goal of the present Executive being
to place every woman in the organization with any spare
time at her disposal, wherever she and her own particular
talent can be of most use to her country, not forgetting
the great value of social contact with one another, friend-
ships formed, and the widening and enriching of women's
outlook on world affairs. Engineers will have much to do
in the re-construction to follow the war. Our Association
feels very strongly that the engineers' wives have some-
thing very special to offer in that great effort, and want
to feel that they are right in there, thinking and working
with their men to make this world a better place to live.
FAMOUS BRIDGE ENGINEER DIES
Leon S. Moisseiff , world authority on bridges, as well as a
leader in structural engineering thought and development
for the last half century, died at his summer home in
Belmar, N.J., on September 3rd. Mr. Moisseiff, who was
70 years old, lived in New York City, where he had
practiced as a consulting engineer since 1915.
Born in Riga, Latvia (then Russia), Mr. Moisseiff came
to the United States in 1891, and received his civil engineer-
ing degree from Columbia University in 1895.
Although he was engaged in several important engineer-
ing projects, it was in the field of suspension bridges that
Mr. Mosseiff made his greatest contribution.
He was connected with the design and construction of
each of the four structures that are recognized as mile-
stones during the past thirty-five years, the Manhattan,
Philadelphia-Camden, George Washington and Tacoma
Narrows bridges. The Engineering News Record describes
as follows his achievements in that field: "As designer of the
Manhattan Bridge he introduced the use of the deflection
theory as a working tool; all suspension bridges since have
benefited from the design procedures then used. As engineer
of design on the Philadelphia-Camden Bridge, he was
largely responsible for the use of two 30-in. dia. cables
instead of four smaller ones which would have followed
then-current practice; by thus jumping cable size over 50
per cent above any precedent he paved the way for the
36-in cables of the George Washington Bridge, upon which
he was consultant. Finally, he was consultant on the
Tacoma Narrows Bridge, whose failure from aerodynamic
instability brought this unsuspected and dangerous con-
dition into such prominence that it should never again
figure in a suspension bridge failure.
It was typical of Mr. Moiseiff that he was among the most
active students of that failure, sparing neither his energy or
his reputation in supporting attempts to squeeze the last
ounce of useful knowledge out of the disaster. At the time
of his death he was chairman of the committee on interpre-
tation and analysis appointed by the PRA, after the Tacoma
failure, to investigate the entire range of fundamentals
applying to long-span suspension bridge design."
WASHINGTON LETTER
While it is beyond the scope of these letters to comment
too specifically on interesting developments in Washington,
it may not be amiss to mention as a matter of record several
of the more significant events which have taken place during
the last four or five weeks. The past month has been an
extremely interesting one. For instance, there was the ap-
pointment of Mr. Stettinius as Undersecretary of State.
Handsome, silver-haired, forty-two years old Mr. E. R.
Stettinius has a brilliant record as a skilled negotiator.
Starting in labour relations work, he became a vice-president
of General Motors at thirty and chairman of the board of
U.S. Steel at thirty-eight. He has the confidence of both
labour and business and is popular with both the Congress
and Senate. He is known to be a friend of Russia and China
and of all other countries who have benefited as a result of
his championship as Lend-Lease Administrator. Coupled
with Mr. Stettinius' appointment was that of Mr. Averell
Harriman as Ambassador to Russia. Then there was the
amalgamation of the Office of Lend-Lease Administration,
the Office of Economic Warfare, the Office of Foreign Relief
and Rehabilitation under the joint direction of Mr. Leo
Crowley. This amalgamation places the control of all
American foreign economic dealings under one head. Mr.
Crowley has great qualifications and a very interesting
background and when we called upon him shortly after his
appointment, he did not seem to be in the least dismayed
by the magnitude of the great task which he was under-
taking. The combined agency is to be known as the "Office
of Foreign Economic Administration" and Mr. Crowley will
report directly to the President. Then, too, there have been
the important currency control conferences at which Britain
has been represented by such men as Lord Keynes and
Lionel Robbins. Also much in the news have been the five
Senators who recenthr returned from their round-the-world
trip. (In the last several days I have had most interesting
discussions with several of these Senators.) All these events
gain in importance by virtue of being timed to precede the
announcement of the Moscow Conference for which Mr.
Hull and Mr. Harriman have, as this is written, just landed
in Russia.
* * *
Speaking of discussions with world travellers, it was an
interesting experience, particularly from an engineering
point of view, to discuss with General Knudsen his recent
trip to the southwest Pacific. The General is reputed to be
one of the leading production authorities in America and
his background certainly shows in his reactions to the things
and events. He told us that, when visiting industrial plants
he rarely enters the office but much prefers to go directly
into the shop and talk to the men at the machines. He
visited a number of the same plants which I had gone
through a few months previously in Australia and some of
his observations and comments, based on a word here and
a word there, were extremely shrewd. As opposed to this
very detailed approach on the one hand, on the other his
standards of measurement and judgment are almost breath-
taking in their scope. Very interesting were some of the
636
November, 1943 THE ENGINEERING JOURNAL
yardsticks which he used in measuring situations. He ran
through the leading countries of the world in terms of their
steel output per head of population; he traced the develop-
ment of the modern aeroplane in terms of the average weight
of all types of planes; he discussed the trend in aircraft
production in terms of man-hours per pound of aircraft;
and with a few basic statistics he showed the advantages
of the policies of standardization and of limiting types of
planes in any one plant.
At lunch the other day, Dr. Briggs, director of the
National Bureau of Standards was commenting on the role
of research in the next few decades. He traced a number of
scientific advances which have grown out of the war into
their probable ramification for peace-time usage. He ven-
tured the opinion that the expenditure of ability and time
and money in research within the next twenty years will
probably pay far greater dividends than ever before. He
suggested that money previously spent on advertising
would, in the future, be more profitably devoted to research.
His remarks reminded me of Dr. Wickenden's observation:
"Ignorance, rather than perversity and greed, is still man's
costliest enemy and research, in the long run, still man's
most profitable investment." I recently had a very confi-
dential talk with an official who had just returned from
investigations in England in connection with the latest de-
velopments in Radar. Hei*e is a story which will fire the
imagination, when it can be told. As a matter of fact, the
increasingly important role being played by the research
engineer and the leading research enterprises has been a
most interesting development to watch. No doubt there
will be a certain amount of reaction after the war, but, in
a phrase which appeared somewhere recently, "Research
is King." An increasing amount of money is being devoted
by both public and private enterprises over an ever widen-
ing field. Under the aegis of the National Academy of Science
is the National Research Council, the National Advisory
Committee for Aeronautics, the National Inventors Council
and the National Roster for Scientific and Specialized Per-
sonnel. Operating on a budget of some $75,000,000 a year,
is the Office of Scientific Research and Development headed
by Dr. Vannevar Bush. Assisting the War Production Board
is the Office of Production Research and Development
headed by Dr. H. N. Davis. In the industrial field, Dr.
Frank Jewett of Bell Laboratories, Dr. Gustav Egloff of
the Universal Oil Products and Amory Houghton of Corning
Glass are all names in the news. Another evidence of the
trend is the fact that political leaders are adopting the
practice of appointing outstanding scientists to the full time
task of advising them on scientific matters. One of America's
leading scientists is said to be acting as a full time advisor
to the Secretary of War. Lord Cherwell is said to be con-
stantly at Prime Minister Churchill's side and to spend
much of his time at 10 Downing Street. He is known in
England as "The Scientific Prime Minister." Not only is
research coming more fully into its own in its usual fields,
but the techniques of modern research are being widely ex-
tended to include the social sciences. No large industry
will be able to afford to be without the guidance and stimu-
lation of a vigorous department of research and develop-
ment. Such departments will direct their attention not only
to the industry's product and future developments thereof
but also to social, political and economic implications as
they may affect either the product or the work and future
of the industry itself.
* * *
One of the interesting developments of modern war is
the excellent work being done in the preparation by the
Services of documentary films. An example of superb work-
manship is to be found in the recent coloured film entitled
"Report from the Aleutians" which was produced by the
United States Signal Corps.
E. R. Jacobsen, m.e.i.c.
LABOUR LEGISLATION IN SASKATCHEWAN
Reference was made, in the June issue of the Journal,
to the negotiations which had taken place, a few weeks
before at Toronto and Ottawa, for the enactment of com-
pulsory collective bargaining legislation.
It is interesting to note that similar measures are being
considered in Saskatchewan. During the months of July
and August, the Martin Labour Commission, established
by the government of that province, conducted public
hearings in various cities to gather expressions of opinion
on the principle of compulsory collective bargaining as set
out in Bill 51. This bill purports to define the rights of
employees to organize and provides for conciliation and
arbitration of industrial disputes.
At the final hearing in Regina, on August 18th, the
Saskatchewan Branch of The Engineering Institute of
Canada and the Association of Professional Engineers of
Saskatchewan were represented. W. R. Kinsman, appearing
on behalf of the members of the professions, urged that the
bill, if enacted, excludes from its application or operation
all employees of the learned and scientific professions. This
is in line with the attitude taken by the professions in
Ontario. At one advanced stage in the preparation of similar
legislation in that province, sufficient pressure was applied
by the unions that the clause excluding the professions was
withdrawn from the bill. Fortunately the immediate
application of similar pressure from the professional groups
caused the exclusion clause to be re-inserted. A similar stand
towards such legislation was taken by the delegation which,
a few weeks later, presented a brief to the National War
Labour Board at Ottawa.
It is not indicated whether or not organized labour in
Saskatchewan considers the learned and scientific pro-
fessions as part of its field of influence, but the representa-
tions made by the engineering profession at Regina will
define the attitude of the professions in this regard and will
prevent, it is hoped, the enactment of such measures as
nearly went through in Ontario.
CORRESPONDENCE
Fort William,
Ontario, Canada,
October 5th, 1943.
The Editor,
The Engineering Journal,
Montreal, Que.
Dear Sir,
I read with interest the article on "Housing and Com-
munity Planning" appearing in the September issue of
The Engineering Journal but find that I must disagree with
some of the statements and sentiments expressed therein.
Firstly, concerning the "Burnham Plan," considerable
public education was carried on by means of what was
termed the "Wacker Manual" used in Chicago's public
schools to explain to the people the Plan and its ideals.
This manual was not used until 1912, which tends to show
that there was not an immediate acceptance of the Plan.
Secondly, the Burnham Plan was purely a Plan for the
beautification of the City of Chicago and in no way con-
sidered the deterioration of the residential districts or the
replanning of the slum areas, with the resultant loss of
tax income to the City; it did not conceive of a city being
a pleasant place in which to live and work. From 1909 to
1929, some $300,000,000 were spent on such projects as
the lake-front development, the Michigan Avenue bridge,
the Roosevelt Road viaduct and the straightening of the
Chicago River channel — all purely physical changes of the
city, but not one cent was spent in rehabilitating the in-
creasing loss in land values of the older residential districts
or in the alleviation of conditions in the Loop district, in
short there was no relationship between the physical plan
of the city and the people of the city.
A city exists for its people, but the people make the city
THE ENGINEERING JOURNAL November, 1943
637
and the economic factors decide whether or not the people
will remain in it or move away.
In 1940 Chicago commenced the study of a new Master
Plan for the city, which is now ready and has, I believe,
been accepted. Two things have led to the necessity for this
new plan; one, that the 1908 plan was a physical plan and,
two, that economics and sociology were not considered a
necessary part of Town Planning in 1908. Therefore, to
say the Burnham Plan is the most successful piece of Town
Planning is hardly correct since it missed the most essential
requirements of planning — that of the consideration of the
people and their welfare.
The sentiment that economics and sociology are not the
prime factors in Town Planning is refuted by this failure
of the Burnham Plan to stand up after only some thirty
years, and it will be found impossible to institute any
physical plan unless the economics of the project are sound.
It is not intended by this letter to deride physical plan-
ning but rather to point out that any one form of planning
is valueless and impractical without the other two, and
that the three should work hand in hand.
Yours truly,
J. Murchison, m.e.i.c,
Engineer-Secretary,
Town Planning Commission.
MEETING OF COUNCIL
A regional meeting of the Council of the Institute was
held at the Fort Garry Hotel, Winnipeg, Manitoba, on
Saturday, October 23rd, 1943, convening at ten o'clock a.m.
Present: President K. M. Cameron (Ottawa), in the chair;
Vice-President W. P. Brereton (Winnipeg); Councillors
E. Nelson (Edmonton), A. M. Macgillivray (Saskatoon),
J. W. Sanger (Winnipeg), C. E. Webb (Vancouver), and
Assistant General Secretary Louis Trudel.
There were also present by invitation — Past-President
S. G. Porter (Calgarv); Past Councillors P. E. Doncaster,
E. P. Fetherstonhaugh, N. M. Hall, A. E. Macdonald and
W. M. Scott, all of Winnipeg; H. S. Rimmington (Winnipeg)
President of the Association of Professional Engineers of
the Province of Manitoba; G A. Gaherty (Montreal), chair-
man of the Institute's Committee on Western Water Prob-
lems; and the following members of the Winnipeg Branch:
J. T. Dyment, chairman, T. H. Kirby, vice-chairman, D. M.
Stephens, past-chairman, T. E. Storey, secretary-treasurer,
C. V. Antenbring, B. B. Hogarth and R. H. Robinson,
members of the executive, and J. O. Peart, chairman of
branch membership committee.
President Cameron expressed his pleasure at presiding
over this regional meeting in Winnipeg, and extended a cor-
dial welcome to all councillors and guests. He appreciated
particularly the number of present and past councillors who
had come from outside points to attend the meeting. All
were invited to take part in the various discussions. Follow-
ing the usual custom, the president asked each person pres-
ent to rise, give his name, place of residence' and Institute
affiliation.
The Engineer in the Civil Service — The Institute's Com-
mittee on the Engineer in the Civil Service had presented
to the Minister of Finance a letter urging that further con-
sideration be given to the remuneration of engineers in the
civil service. A copy of the letter and a brief report of the
interview appeared in the October number of the Joui nul.
Considerable discussion took place, in which the serious-
ness of the situation was emphasized. It was pointed out
that it was necessary that the government be on an equal
footing with private enterprise in competing for engineers'
services in the post-war reconstruction work.
Following the discussion, it was unanimously resolved
that the Institute's committee he asked to continue its
efforts and to urge upon Mr. Ilsley the necessity of some
adjustment being made if the government is to secure the
services of the high grade engineers who will be needed
in the post-war period. It was also suggested that provincial
and municipal governments might be asked to give this
matter serious consideration.
The attention of the meeting was drawn to collective
bargaining legislation which is being introduced in the vari-
ous provinces, and the necessity of continued watchfulness
on the part of engineers to insure that professional men are
not disadvantageously included in such legislation.
The president pointed out that after the experience in
one of the provinces a few months ago, great vigilance was
being exercised by the Institute. It was unlikely that any
labour legislation unfavourable to engineers would be in-
troduced without being known to officers of the Institute.
For the information of the meeting Mr. Kirby produced
a copy of Time for October 25th in which reference was
made to the action of the American Society of Civil Engi-
neers in setting up collective bargaining committees in their
local Sections.
Committee on Post-War Problems — No report had been
received from the Committee on Post-War Problems, but
the President pointed out that the committee was preparing
a brief to be presented to the House of Commons' Com-
mittee under the chairmanship of Mr. Turgeon. The com-
mittee would be glad to receive from members any sugges-
tions regarding post-war planning.
Committee on Professional Interests — The president re-
viewed briefly the recommendations of the Committee on
Professional Interests as presented in their progress report
which had been accepted and approved by Council at the
regional meetings in Saint John and Quebec. A further re-
port making definite recommendations had been circulated
to all councillors, and had been approved at the regional
meeting of Council held in London, Ont., on September
11th. In order that the western members of Council might
have an opportunity of discussing the report, this item had
been placed on the agenda for this meeting.
In reviewing the committee's report, the president ex-
plained the advantages to be gained by closer co-operation
with sister societies. The most important recommendation
of the committee was that provincial professional associa-
tions and sister societies with whom the Institute had or
might have co-operative agreements, should be represented
on the Institute Council, such representatives to be mem-
bers of both organizations and resident in Canada.
A period of discussion followed in which some members
present expressed the opinion that in such agreements with
sister societies, provision should be made so that the stand-
ards of admission to the Institute would be maintained. The
question was also raised as to the possibility of outside
representation on Council outweighing the representation
from the Institute branches. It was pointed out, however,
that this was not likely to occur; in addition, such repre-
sentatives would also be members of the Institute resident
in Canada.
Following further discussion, the meeting confirmed the
decision of the September meeting of Council.
Following conferences between representatives of the
Institute's Committee on Professional Interests and repre-
sentatives of the American Society of Mechanical Engineers
a report with recommendations to the Councils of the two
bodies had been prepared. The assistant general secretary
read the report which had been adopted by the Council
of the A.S.M.E. at a meeting held in Toronto on October
2nd at the time of the joint meeting with the Institute.
The report was now presented to the Council of the Insti-
tute for consideration and' adoption if approved.
The report made specific recommendations for continued
and more intensive co-operation between the two bodies.
All members present were in favour of the proposal and
the report was adopted.
Canadian Chamber of Commera At the last meeting of
Council it had been left with the President and Mr. Beau-
638
November. 1943 THE ENGINEERING JOURNAL
bien to nominate a member of the Institute to replace Mr.
Beaubien as the Institute's representative on the Board
of the Canadian Chamber of Commerce. The President re-
ported that Past-President Dr. Arthur Surveyer has been
so nominated, and this nomination was unanimously ap-
proved by Council.
Financial Statement — It was noted that the financial
statement to the end of September had been examined by
the Finance Committee and found satisfactory.
Julian C. Smith Medal — Mr. Storey and Mr. Antenbring
were appointed scrutineers to open the ballot for the Julian
C. Smith Medal. Their report showed a unanimous ballot
in favour of awarding two medals — one to Past-President
George Joseph Desbarats, of Ottawa, and one to Dr.
Frederic Henry Sexton, President of the Nova Scotia Tech-
nical College, Halifax, N.S.
Engineers' Council for Professional Development — Past-
President J. B. Challies was nominated as the Institute's
representative on the executive of the Engineers' Council
for Professional Development for the next year. As the
appointment was to be made at the annual meeting of
E.C.P.D. being held in New York on the same day as the
Council meeting, the assistant general secretary was in-
structed to wire the nomination.
Student Section of the Vancouver Branch — It was reported
that the president's recent visit to the students at the
University of British Columbia had been much appreciated,
and as an evidence of the increased interest in Institute
affairs Mr. Webb presented a petition, signed by twenty-
eight members of the Civil Engineering Society at the Uni-
versity, asking permission to form a Student Section of the
Institute. Three of the students signing the application
were members of the Institute, and signed letters of appli-
cation, endorsed by Dean J. N. Finlayson, were submitted
from twenty-one of the students.
Council heartily approved of the formation of such a
section, and in accordance with the applications received,
those students at the University of British Columbia were
accepted as Students of the Institute.
Elections and Transfers — A number of applications were
considered and the following elections and transfers were
effected:
Members
Anderson, Kenneth Hunter, B.Eng. (Mech.), (Univ. of Sask.), tool
engr., General Engineering Co. (Canada) Ltd., Toronto, Ont.
Archambault, Raymond G., B.A.Sc, CE., (Ecole Polytechnique),
asst. divn. engr., Dept. of Roads, Prov. of Quebec, Boucherville,
Que.
Genest, Adrien, B.A.Sc, CE., (Ecole Polytechnique), technical divn.,
City of Montreal, Montreal, Que.
Lenoir, Jean Auguste, B.A.Sc, CE., (Ecole Polytechnique), district
engr., Dept. of Roads, Prov. of Quebec, St. Laurent, Que.
MacKenzie, Hugh, engr. mgr., West Coast Shipbuilders, Ltd., Van-
couver, B.C.
Radley, Percy Edward, B.Sc (Chem.), (McGill Univ.), works mgr.,
Aluminum Co. of Canada, Arvida, Que.
Rubush, James Prosser, (U.S. Naval Academy), executive engr.,
Swenson Evaporator Co. and Whiting Corp. (Canada) Ltd.,
Homewood, Illinois.
Waite, Matthew John, B.Sc, (Queen's Univ.), asst. mech. supt.,
Aluminum Co. of Canada, Arvida, Que.
Wilson, John Tuzo, B.A., (Univ. of Toronto), B.A., M.A., (Cantab),
Ph.D., (Princeton Univ.), A/Lieut.-Colonel, R.C.E., G.S.O., I,
Tech. Sec, G Branch, Canadian Military Hdqrs., Canadian Army
Overseas.
Juniors
Dowell, Eugene Harris, B.Eng., (N.S. Tech. Coll.), P/O, R.C.A.F.,
1470 Bernard Ave., Apt. 15, Montreal, Que.
, Jul!, Thomas Alfred, B.A.Sc, (Univ. of Toronto), test engr., pump
divn., John Inglis Co. Ltd., Toronto, Ont.
Uloth, Milton Mac Ritchie, B.Eng., (Elec), (N.S. Tech. Coll.), junior
engr.. motor engrg. dept., Canadian General Electric Co., Peter-
borough, Ont.
Transferred from the class of Junior to that of Member
Fleming, Frederick Alexander, B.A.Sc, (Univ. of Toronto), Deputy
Asst. Director of Inspn. (E.E.), Inspection Board of U.K. and
Canada, Ottawa, Ont.
Macredie, John Robert Calderwood, B.Sc, (Univ. of N.B.), tech.
asst. to records engr., Allied War Supplies Corpn., Montreal, Que.
Miller, Donald Waters, B.Sc, (Univ. of Man.), asst. mgr., Newfound-
land Fluorspar, Ltd., St. Lawrence, Nfld.
McKibbin, Kenneth Holdsworth, B.Sc, (Queen's Univ.), Lieut. -
Colonel, R.C.O.C, (D.O.M.E.), Military District No. 6, Halifax,
N.S.
Reeve, David Douglas, B.A.Sc, (Univ. of B.C.), chief dftsmn.,
Aluminum Co. of Canada, Ltd., Arvida, Que.
Taylor, William Russell Coates, B.Sc, (Univ. of Man.), Squadron
Leader, R.C.A.F., 4685 W. 11th Ave., Vancouver, B.C.
Transferred from the class of Student to that of Junior
Alexander, Alwin Paul, B.Sc, (Univ. of Alta.), asst. to chief electri-
cian, Iron Ore Sintering Plant of Algoma Ore Properties, Ltd.,
Helen Mine, Ontario.
Allen, Richard Thomas Webster, B.Sc, (Univ. of Alta.), engr.,
Gatineau Power Co., Ottawa, Ont.
Galium, John Park, B.Sc, (Queen's Univ.), asst. mech. supt., Algoma
Steel Corp., Sault Ste. Marie, Ont.
Duchastel, Pierre Arthur, B.Eng., (McGill Univ.), junior research
engr., National Research Council, Ottawa, Ont. (On loan from
Ferranti Electric Ltd.)
Fast, Morris, B.E., (Univ. of Sask.), mtce. engr., Aluminum Co. of
Canada, Shawinigan Falls, Que.
Morris, Robert McCoul, B.Eng., (N.S. Tech. Coll.), junior research
engr., Dept. of Physics and Elect'l Engrg., National Research Coun-
cil, Ottawa, Ont.
Noble, William Lawrence, B.Sc, (Univ. of Sask.), estimator, Canadian
Bridge Co. Ltd., Walkerville, Ont.
Admitted as Students
Cross, Harold Morrey, B.Eng., (McGill Univ.), 2nd Lieut., R.C.E.
223 Lazard Ave., Town of Mount Royal.
Wray, John David, (Univ. of Toronto), 402 Huron Street, Toronto,
Ont.
Students at Ecole Polytechnique
Delisle, Maurice, 6658 Iberville St., Montreal, Que.
Martel, Jean-Marie, 4403 St. André, Montreal, Que.
Morin, Joseph-Henri, 274 Bernard Ave. West, Montreal, Que.
Nobert, Jean-Baptiste, 2240 Bernard Ave., Montreal, Que.
Pruneau, Amédée, 82 St. Joseph Blvd. West, Montreal, Que.
St. Martin, Maurice, 982 Montcalm St., Montreal, Que.
Tétreault, Rolland, 1430 St. Denis St., Montreal, Que.
Trottier, Alfred, 8777 Routhier St., Montreal, Que.
Students at McGill University
Bregman, Asher, 5381 Esplanade Ave., Montreal, Que.
Cooper, Glenn Alan, 3473 University St., Montreal, Que.
Corbet, Villiers Sankey Blakely, 620 Prince Arthur West, Montreal,
Que.
Crowther, Edward James, Central Y.M.C.A., Montreal, Que.
dimming, Edwin Keith, 1211 Bishop St., Montreal, Que.
Dawson, William Frank, 3475 University St., Montreal, Que.
McKellar, Arthur Donald, 1818 Sherbrooke St. West, Montreal, Que.
Payne, Robert Law, 4818 Dornal Ave., Montreal, Que.
Rice, William Bothwell, 7471 de l'Epée Ave., Montreal, Que.
Ward, Richard Albert, 4818 Dornal Ave., Montreal, Que.
Weinstein, Saul Arnold, 5611 Jeanne-Mance St., Montreal, Que.
Students at University of British Columbia
Anderson, J. Douglas, 4038 West 19th Ave., Vancouver, B.C.
Binnie, Robert F., 4475 West 12th Ave, Vancouver, B.C.
Bunnell, Frank R., 1623 East 12th Ave., Vancouver, B.C.
Calderhead, Gordon A., Univ. of B.C., Vancouver, B.C.
Clay, C. H., 4570 West 9th Ave, Vancouver, B.C.
Confutin, J., 1743 Robson St., Vancouver, B.C.
Cooper, A. C, 3719 Inman Ave., New Westminster, B.C.
Dennison, James A., 1676 East 36th Ave., Vancouver, B.C.
Fraser, D. A., 4398 West 8th Ave., Vancouver, B.C.
Graves, H. B. R., 2867 West 44th Ave., Vancouver, B.C.
Hicks, John B., 6388 Adera St., Vancouver, B.C.
Hole, Fred, 7119 Fraser Ave., Vancouver, B.C.
Kent, Joseph C, 4727 Wallace St., Vancouver, B.C.
Lefeaux, Stuart S., 1195 Clyde Ave., West Vancouver, B.C.
Mosher, Vaughan L., Box 18, Lynn Creek, B.C.
Scott, W. B., 4635 West 12th Ave., Vancouver, B.C.
Slater, John S., 3741 West 35th Ave., Vancouver, B.C.
Smith, H. Leslie, No. 9, 1395 West 12th Ave., Vancouver, B.C.
THE ENGINEERING JOURNAL November, 1943
639
Stamford, G. W., Univ. of B.C., Vancouver, B.C.
Turley, F. E., 4588 West 2nd Ave., Vancouver, B.C.
Wigens, S. 0., 4082 West 8th Ave., Vancouver, B.C.
By virtue of the co-operative agreement between the Institute and
the Provincial Associations of Professional Engineers, the following
elections and transfers have become effective:
NOVA SCOTIA
Members
Cain, Bernard Newcombe, B.Eng., (N.S. Tech. Coll.), asst. prof.,
Dept. of Applied Science, Acadia University, Wolfville, N.S.
Harrison, William, B.Sc, (Univ. of N.B.), district mgr., Canadian
Westinghouse Co. Ltd., Halifax, N.S.
Jeffrey, Edgar William, asst. district sales mgr., Northern Electric Co.
Ltd., Halifax, N.S.
Logan, William Arthur, B.Eng., (N.S. Tech. Coll.), asst. transmission
engr., Maritime Telegraph & Telephone Co. Ltd., Halifax, N.S.
Mills, Joseph Roger, B.En?., (N.S. Tech. Coll.), engr., Foundation
Maritime Ltd., Halifax, N.S.
Shaw, Robert Fletcher, B.Eng., (McGill Univ.), shipyard mgr.,
Foundation Maritime, Limited, Pictou, N.S.
Steel, Harold Leslie, chief dftsmn., structural steel divn., Robb Engi-
neering Works, Amherst, N.S.
Transferred from the class of Junior to that of Member
Moores, Robert Vernon, B.Eng., (N.S. Tech. Coll.), engr. dftsmn.,
Canadian Comstock Co., Halifax, N.S.
Transferred from the class of Student to that of Member
Archibald, Lester Joseph, B.Eng., (N.S. Tech. Coll.), inspr. of refining
equipment, Imperial Oil, Ltd., Halifax, Refinery, Dartmouth, N.S.
SASKATCHEWAN
Students
Berry, Verne Harrington, B.E., (Univ. of Sask.), Sub-Lieut., R.C.-
N.V.R., c/o Fleet Mail Office, London, England.
Wiles, Alfred Payne, 1911 Franklin Ave., Saskatoon, Sask.
Transferred from the class of Student to that of Junior
Mantle, John Bertram, B.Eng., (Univ. of Sask.), F/O, R.C.A.F.,
No. 8 SFTS., Moncton, N.B.
Past-President Porter and Councillor Webb expressed
their pleasure at being able to attend the meeting. They
thoroughly endorsed such regional meetings of Council.
It was decided that the next meeting of Council would
be held in Montreal on Saturday, November 20th, 1943.
Personals
Relatives and friends of members in the active forces are in-
vited to inform the Institute of news items such as locations,
promotions, transfers, etc., which would be of interest to other
members of the Institute and which should be entered on the
member's personal record kept at Headquarters. These would
form the basis of personal items in the Journal.
Major-General Christopher Vokes, D.s.o., m.e.i.c, is
Canada's newest and youngest general. The announcement
of his promotion to this rank and his appointment to com-
mand a division came early this month from Canadian
Military Headquarters. In the recent Sicily campaign, he
commanded the 2nd Brigade which was composed of the
Princess Patricia's Canadian Light Infantry, the Loyal
Edmonton Regiment and the Seaforth Highlanders of
Canada, a Vancouver unit. General Vokes was given some
of the toughest tasks to carry out in the Sicilian fighting
but he always came through, Ross Munro, Canadian Press
war correspondent, cabled at the time his D.S.O. was
announced.
Born in Armagh, Ireland, in 1904, General Vokes was
educated at the Royal Military College, Kingston, and
McGill University, Montreal, where he obtained his civil
engineering degree in 1927. He then joined the permanent
force, in the Royal Canadian Engineers.
Past-President C. J. Mackenzie, m.e.i.c, was awarded
the honorary degree of LL.D. at the University of Western
Ontario on October 22. Past-President Mackenzie is acting
president of the National Research Council and dean of
engineering of the University of Saskatchewan.
A. O. Dufresne, m.e.i.c, deputy minister of the Depart-
ment of Mines of Quebec, has recently been elected presi-
dent of the ACFAS (Association Canadienne-Française pour
l'Avancement des Sciences). Mr. Dufresne is also president
of the Corporation of Professional Engineers of the Prov-
ince of Quebec.
Brigadier J. L. Melville, m.c, e.d., m.e.i.c, has been ap-
pointed chairman of the Canadian Pension Commission
succeeding Brigadier-General H. F. McDonald who died
recently. He has also been made a member and constituted
vice-chairman of the General Advisory Committee on
Demobilization and Re-establishment. Brigadier Melville
had been appointed chief engineer of the Canadian Army
Overseas last June, and has been granted release from that
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
post to take his new appointment. He has been an official
of the Pensions and National Health Department and its
predecessor, the Soldiers' Civil Re-establishment Depart-
ment, since the First Great War, and was granted leave
of absence to rejoin the Forces in May, 1940.
Lt.-Col. C. N. Mitchell, v.c, m.c, m.e.i.c, has recently
returned to Canada after more than three years of over-
seas service in the present war.
Promoted from a captaincy, his Great War retiring rank,
to a majority appointment to command the Montreal com-
pany of the 2nd Pioneer Battalion R.C.E. he went overseas
and subsequently took command of a Field Company in
Corps troops. Later he was promoted lieutenant-colonel
and placed in charge of the training of engineer rein-
forcements.
Colonel Mitchell was awarded the V.C. in the last war
for saving the Canal de l'Escaut bridges, outside of Cambrai.
T. R. Loudon, m.e.i.c, formerly professor of applied
mechanics, has succeeded Dean C. R. Young as head of the
Department of Civil Engineering at the University of
Toronto, with the title of professor of civil engineering and
aeronautics. Professor Loudon has served for the past three
years on special technical duty with the R.C.A.F. In March
1940, he was granted leave of absence from the University
to become commanding officer of the first school of aero-
nautical engineering under the British Commonwealth Air
Training Plan, at Montreal, with the rank of squadron
leader. After eight months of service in this capacity he
was promoted to the rank of wing-commander and made
chief technical officer of the Flight Research Establishment,
R.C.A.F., Rockcliffe, Ottawa. In May, 1941, he was placed
in command of the entire Test and Development Estab-
lishment, R.C.A.F., at the same station.
A native of Toronto, Professor Loudon graduated from
the University of Toronto in 1906 with the degree of B.A.Sc.
He joined the staff of the University of Toronto in 1907 as
a lecturer in the Faculty of Applied Science and Engineering.
He has continued his association with the University from
that time and has also become widely known as a con-
sultant. For a time he was associated with the late Dr. A. H.
640
November, 1943 THE ENGINEERING JOURNAL
Harkness in the firm of Harkness, Loudon & Hertzberg. He
resigned from the firm in 1929 and since that time has prac-
ticed as a consultant on his own behalf.
During the last war, Professor Loudon served with the
Royal Canadian Engineers overseas and on returning to
Canada he became active in the University of Toronto Con-
tingent, C.O.T.C., which he commanded for a time, with
the rank of lieutenant-colonel. He will retain his connec-
tion with the forces as commanding officer of the University
of Toronto Air Training Corps. Professor Loudon has been
actively interested in aeronautics for many years, and it is
largely due to his energy and foresight that aeronautical
instruction has been developed in the University of Toronto.
Captain T. Hogg, m.e.i.c, is on loan from the Prairie
Farm Rehabilitation Administration, Regina, to Major-
General W. W. Foster, D.S.O., who is the Special Commis-
sioner for Defence Projects in Northwest Canada, with
offices at Edmonton. Captain Hogg's position is that of
Administration Officer to General Foster. The Special Com-
missioner and his staff come under the immediate jurisdic-
tion of the War Committee of the Cabinet, Ottawa.
F. E. M. Thrupp, m.e.i.c, who for the last few months had
been stationed in Montreal, has been transferred to be
supply officer in the British Ministry of Supply Mission in
Washington, D.C. Before the war, Mr. Thrupp was manager
for Canada and Newfoundland of the Buell Combustion
Company Limited of London, England.
R. H. Rimmer, m.e.i.c, immediate past-chairman of the
Saguenay Branch of the Institute, has recently been trans-
ferred from Arvida to Montreal where he will be manager
of the technical department of the Aluminum Company of
Canada. He was previously in charge of research and devel-
opment work at Arvida.
C. D. Wight, m.e.i.c, assistant waterworks engineer of
Ottawa has been appointed city works assistant.
Fred. C. Eley, m.e.i.c, sales engineer, Amalgamated Elec-
tric Corporation Limited, is the newly elected chairman of
the Toronto section of the Illuminating Engineering Society.
Major J. P. Carrière, m.e.i.c, has recently returned over-
seas to the 3rd Battalion R.C.E.
Lieutenant-Colonel LeSueur Brodie, m.e.i.c, of the
Department of National Defence Headquarters, Ottawa,
has recently been promoted from the rank of major. He was
among the first Bell Telephone men to enlist for active
service during the early months of the war. Lt.-Col. Brodie,
a telephone engineer, was associated with the company's
rates and equipment department. He is a former manager
of the company's office in the Brantford district and was
in charge of switchboard operations of the royal train dur-
ing the visit of Their Majesties the King and Queen in 1939.
R. F. Legget, m.e.i.c, has been promoted from the post
of assistant professor to that of associate professor of civil
engineering at the University of Toronto. Professor Legget
graduated from the University of Liverpool and was engaged
in the practical work of his profession for 11 years before
he entered upon university work. He was appointed to the
staff of the University of Toronto five years ago, after hav-
ing been on the staff of Queen's University for two years.
E. S. Holloway, m.e.i.c, has joined the staff of Common-
wealth Plywood Company at Ste-ThéVse, Que., where he
is in charge of plant maintenance, repairs and construction.
He was previously engaged as resident engineer on fitting
out berths at Lauzon, Que., and Louise Basin, Quebec.
Major Lyle G. Trorey, m.e.i.c, is now officer commanding
Fourth Canadian Field Survey Company, Royal Canadian
Engineers, Canadian Army Overseas. Before enlisting,
Major Trorey was with the Department of Public Works
of British Columbia.
Charles Miller, M.E.I.C.
Charles Miller, m.e.i.c, chief engineer of Aluminum
Power Company Limited is the newly elected chairman of
the Saguenay Branch of the Institute. Mr. Miller has been
with the Aluminum Company ever since his graduation in
civil engineering from Queen's University in 1930. He first
joined the engineering staff of Saguenay Power Company
and in 1937 was promoted to the position of hydraulic engi-
neer. In 1941 he was resident engineer on the construction
of Lake Manouan storage dam for the Aluminum Company.
From 1941 until early this year when he was promoted to
resident engineer, he was assistant resident engineer on
construction of the Shipshaw power development for the
Aluminum Company. In June of this year, Mr. Miller was
appointed chief engineer of Aluminum Power Company
Limited.
Ward, M.E.I.C.
H. John Ward, m.e.i.c, consulting representative of the
Holophane Company Limited, has been elected chairman
of the Montreal Branch of the Illuminating Engineering
Society. Mr. Ward has specialized in lighting problems for
more than thirty years. He has represented the Holophane
Company in Quebec and eastern Ontario since 1929.
F. L. Black, m.e.i.c, has recently been appointed to the
staff of the Hydro-Electric Power Commission of Ontario,
Toronto. For the past three years he had been employed
as assistant and later acting electrical superintendent in
the Belgo mill of the Consolidated Paper Corporation, at
Shawinigan Falls, Que. For five years previously he had
been on the staff of the New Brunswick Electric Power
Commission. Mr. Black is a past secretary-treasurer of the
Saint John Branch of the Institute. In 1930 he was awarded
the Martin Murphy Prize of the Institute.
THE ENGINEERING JOURNAL November, 1943
641
H. H. James, m.e.i.c, has been transferred from Arvida,
Que., to the Montreal office of the Aluminum Company of
Canada Limited.
J. S. Macleod, m.e.i.c., has retired from his position as
superintending engineer of the Department of Transport
at Sault Ste-Marie, Ont., and has moved to Toronto. Mr.
Macleod has been with the canals administration of the
Dominion since 1904, when he was engaged in survey work
on the Trent Canal, first as a rodman and later as a draughts-
man. He was promoted to assistant engineer on construction
in 1909 and for a number of years before he went to Sault
Ste-Marie he was located at Cornwall, Ont., with the
Ontario and St. Lawrence Canals.
H. B. Montizambert, m.e.i.c, has joined the staff of
J. L. E. Price & Company Limited and is now stationed
at Arvida, Que.
Paul Pelletier, jr.E.i.c, has been loaned by the LaSalle
Coke Company to the Department of Munitions and Supply
where he is technical adviser to the Solid Fuel Controller,
in Montreal. Upon graduation from the Ecole Polytech-
nique, in 1938, he went to the Montreal Catholic Schools
Commission where he was employed until 1940 as assistant
to the chief engineer. In 1940 he joined the Montreal Coke
& Manufacturing Company and in 1941 was made service
manager of LaSalle Coke Company. Last year he was on
loan to Collet Frères, engineers and contractors, as field
engineer on construction of the Westmount Tool Works of
Defence Industries Limited.
Flying Officer J. B. Sweeney, Jr.E.i.c, has recently been
promoted from the rank of pilot officer and is at present
stationed at No. 17 Service Flying Training School, at
Souris, Man.
Before enlisting last year F/O Sweeney was employed
with Consolidated Paper Corporation at Grand'Mère, Que.,
and he was secretary-treasurer of the St. Maurice Valley
Branch of the Institute.
Marcel G. Larivière, Jr.E.i.c, a junior engineer attached
to the Ottawa district office of the Department of Public
Works of Canada, has returned to Ottawa after having
spent two years in New Westminster, B.C., where he was
on loan to the district office.
Lionel D. Swift, Jr.E.i.c, assistant superintendent of the
Quebec terminal station of the Shawinigan Water & Power
Company, has recently been appointed lecturer on relays
and protection in the department of electrical engineering
at Laval University, Quebec.
Mr. Swift graduated at McGill University in 1934 and
has been with the Shawinigan Water & Power Company
ever since.
F. A. Masse, jr.E.i.c, has taken a position with the Domin-
ion Packaging Company in Montreal. He was previously
employed with Bowaters Newfoundland Pulp and Paper
Company at Conerbrook, Nfld.
T. S. McMillan, jr.E.i.c, is now employed as general
supervisor of maintenance with Noorduyn Aviation Limited,
Montreal. He was previously with the Montreal Works of
Defence Industries Limited.
Sub-Lieut. (E) A. H. Berry, s.e.i.c, of St. Lambert, Que.,
is now serving with the Royal Navy after having undergone
a term of initial training at a Canadian Naval College. Mr.
Berry graduated from McGill University in 1943.
B. F. Johnston, s.e.i.c, has joined the R.C.A.F. and is
at present stationed at St. Catharines, Ont.
L. S. Mundy, s.e.i.c, who graduated last spring in elec-
trical engineering at the University of New Brunswick, is
now enrolled for active service with the R.C..N.V.R. as an
Electrical Sub-Lieutenant under the chief of Naval Equip-
ment and Supply.
Sub-Lieut. (E) H. A. Norton, s.e.i.c, of Montreal, is
now serving with the Royal Navy after having undergone
a term of initial training at a Canadian Naval College.
Mr. Norton graduated from McGill University in 1943.
Lieut.-Commander (E) D. H. Parker, Affiliate e.i.c, has
recently been appointed to Naval Service Headquarters,
Ottawa.
VISITORS TO HEADQUARTERS
Robert W. Tassie, m.e.i.c, president and manager,
Empresa Electrica de Guatemala, Guatemala, C.A., on
October 8, 1943.
E. R. Eaton, m.e.i.c, superintendent, East Mill, Steel
Company of Canada Limited, Hamilton, Ont., on October
12, 1943.
L. L. Thériault, m.e.i.c, motor vehicles department,
Department of Public Works, Fredericton, N.B., and Mrs.
Thériault, October 12, 1943.
Paul Vincent, m.e.i.c, chief, technical section, Depart-
ment of Colonization, Quebec, on October 16, 1943.
Norman W. Brenan, m.e.i.c, West Saint John, N.B., on
October 16, 1943.
H. G. Angell, m.e.i.c, assistant district engineer, Royal
Canadian Naval Service, St. John's, Nfld., on October 18,
1943.
Pte. J. F. Callaghan, s.e.i.c, Yarmouth, N.S., on October
21, 1943.
J. C. MacDonald, m.e.i.c, Public Utilities Commission,
Province of British Columbia, Victoria, B.C., on October 23,
1943.
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
Geoffrey Stead, m.e.i.c, died at his home in Saint John,
N.B., on October 10, 1943. Born at Brooklyn, N.Y., on
July 12th, 1872, he was educated at the University of New
Brunswick where he received his degrees in 1892. He was
the first engineering graduate of the University. Upon
graduation he was engaged in railway construction work
in New Brunswick and Nova Scotia. In 1895 he was em-
ployed for a few months as assistant engineer on construc-
tion of the Lake George inclined railway in New York. He
returned to New Brunswick in 1896 to work as assistant
engineer on the Woodstock and Centreville Railway. In
1897-98 he was assistant engineer on road and sewer con-
struction in Queen's County, New York, and in 1899 he
was connected with the construction of wharf and railway
terminal of the Georgia and Alabama Railway in Savannah,
Ga. Later in the same year, he was in charge of construction
of 15 miles of the Nova Scotia Southern Railway.
In 1900, Mr. Stead joined the Department of Public
Works of Canada as an assistant engineer at Saint John,
N.B. In 1904 he became engineer in charge of the Depart-
ment for the northern and eastern district of New Bruns-
wick. From 1905 to 1921 he was district engineer with head-
quarters at Chatham, N.B. In 1921 he became district engi-
neer in charge of the whole territory in New Brunswick
with headquarters at Saint John. In this capacity he super-
vised all construction work done by the Department in
New Brunswick until 1939 when he retired. For the 39 years
he was employed in the Department, ho served under 16
different ministers of Public Works.
Mr. Stead was one of the most familiar figures at annual
meetings of the Institute. From 1907 until 1942 he attended
26 such meetings not counting the several Maritimes pro-
fessional meetings.
642
November, 1943 THE ENGINEERING JOURNAL
Geoffrey Stead, M.E.I.C.
Mr. Stead joined the Institute in 1900 as an Associate
Member and was transferred to Member in 1921. He was
made a Life Member in 1937. He was chairman of the Saint
John Branch at one time and a councillor of the Institute,
in 1927. He was also president of the Association of Pro-
fessional Engineers of New Brunswick.
LeRoy Z. Wilson, m.e.i.c, widely known bridge and struc-
tural engineer and former vice-president of the Dominion
Bridge Company Limited, died in Sydney, Australia, on
September 8, 1943.
Born in Brampton, Ont., in 1889, he received his educa-
tion at the University of Toronto, where he graduated in
1911. He then joined the engineering staff of the Dominion
Bridge Company at Montreal.
Shortly after the outbreak of the first war, he enlisted
in the Canadian Overseas Railway Construction Corps. As
a result of his services he was awarded the Military Cross,
and in 1918 he was seconded for special duties at the War
Office in London, England.
He rejoined the Dominion Bridge Company when he
returned to Canada after the end of the war. He rapidly
rose to prominence in engineering circles. He was vice-
president in charge of engineering for the company where
he performed his most outstanding achievement, construc-
tion of the Jacques-Cartier bridge in Montreal.
Accepting an invitation from the Australian firm of
Evans, Deakin, Hornibrook Construction, Pty., Limited,
in 1935, he went to Australia to construct the Brisbane
Harbour bridge which is similar to the Montreal Harbour
structure. Interests which had been prominent in promoting
the Brisbane bridge persuaded him to remain in Australia
after its completion, and up to the time of his death he
was associated with Hume Steel Limited, of Sydney,
Australia.
Mr. Wilson joined the Institute as a Student in 1910,
transferring to Junior in 1913. He became Associate Mem-
ber in 1915 and transferred to Member in 1933.
News of the Branches.
CALGARY BRANCH
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
K. W. Mitchell, m.e.i.c.
A. B. Geddes, m.e.i.c.
Secretary-Treasurer
Branch News Editor
On Friday, October 8th, the Calgary Branch was hon-
oured with a visit by our president Mr. K. M. Cameron
and Mrs. Cameron.
The executive of the branch had lunch with Mr. Cameron
while the ladies entertainment committee entertained Mrs.
Cameron at a luncheon at the Calgary Golf and Country
Club. Following the luncheon Mr. and Mrs. Cameron were
taken for a drive around the city.
At 6 o'clock, a dinner meeting was held in the main
dining room of the Palliser Hotel, which was well attended
by members and their wives. Following the dinner the ladies
adjourned to an adjacent room to enjoy an evening of
bridge while the members re-assembled to hear an out-
standing and inspiring address by Mr. Cameron on Post-War
Planning.
Mr. Cameron stressed the fact that engineers must take
a hand in the post-war picture, and all architects, conserva-
tionists, engineers, town and community planners and all
technical men must be enlisted in the task of building our
post-war world.
He traced the history following the first world war which
was followed by a short boom and then a short depression.
After this a period of expanding business during the nineteen
twenties followed by the crash in 1929.
Then followed the last depression with its unemployment
from which we were emerging in 1939 when the present
war broke upon us.
Our president quoted some figures showing the growth
of the armed services from 10,200 in pre-war times to
722,000 to-day, including 20,000 women. This combined
with direct war workers made a total of 1,750,000, for which
re-employment would have to be found.
The amount of planning that business did now would
determine the extent of Government control in the post-war
period and he urged business to give thought and considera-
tion to careful planning for times of peace.
The necessity of real co-operation between business and
government were stressed and the need of keeping our con-
struction industry active after the cessation of hostilities.
It was pointed out that normally about 20 per cent of
our entire national income or one dollar in five goes into
durable goods and that when this ratio drops we have a
depression and when it rises periods of prosperity.
The errors in our policy of public works during the last
depression were pointed out, lack of proper co-ordination and
planning, the practice of rotating labour and the fact that
most projects were "dirt-moving" jobs suitable for unskilled
labour only.
Mr. Cameron did not look for any revolutionary changes
at the end of the war but rather evolutionary developments
which if we are ready with a well-planned programme from
an engineering, technical and legal standpoint, would avoid
our major post-war difficulties.
Mr. Cameron was introduced to the meeting by J. G.
MacGregor, president of the Calgary Branch, and at the
conclusion a vote of thanks was extended on behalf of the
meeting by S. G. Coultis.
Other guests who were introduced to the meeting and
spoke briefly were: B. L. Thorne, past-president of the
Canadian Institute of Mining and Metallurgy; P. M.
Sauder, Edmonton, director of Alberta Water Resources;
G. A. Gaherty, Montreal, president of the Calgary Power
Company, and J. A. Tweddle, City Commissioner.
, THE ENGINEERING JOURNAL November, 1943
643
PRESIDENTIAL VISIT TO CALGARY
Mrs. J. G. MacGregor, President K
Branch Chairman J. G. MacGregor.
The dinner meeting at the Palliser Hotel.
Past-President S.
K. M. Cameron.
G. Porter chats with President
Branch Secretary K. W. Mitchell, Chairman J. G.
MacGregor, President K. M. Cameron, Councillor
S. G. Coultis.
HALIFAX BRANCH
S. W. Gray, m.e.i.c.
D. C. V. Duff, m.e.i.c.
Secretary- Treasurer
Branch News^Editor
The monthly joint dinner meeting of The Engineering
Institute of Canada, Halifax Branch, and the Association
of Professional Engineers of Nova Scotia, was held in the
Nova Scotian Hotel on Thursday, October 28, 1943. G. J.
Currie, vice-chairman of the Branch, was in the chair.
The guest speaker for the evening was F. A. Ryan, of
the General Electric Company. He gave a very interesting
talk on The Science of Electronics which has played such
an important part in the present war. He made reference to
one of the most important adaptations of the science, that
of radar, which was in a great measure responsible for en-
abling Britain to survive the "blitz".
The Very Reverend F. C. Smith, president of St. Mary's
College, was present as a guest of the Branch. He gave a
short talk before the guest speaker, Mr. Ryan, was intro-
duced. Also present as guests were several students from
the Nova Scotia Technical College.
The meeting was attended by 65 members and guests.
HAMILTON BRANCH
W. E. Brown, m.e.i.c.
L. C. Sentance, m.e.i.c.
Secretary- Treasurer
Branch News Editor
On Thursday, October 14th, 110 members of the Hamil-
ton Group of the American Institute of Electrical Engineers
and the Hamilton Branch of the Institute met jointly to
hear an interesting and informative address on The Ogoki
Diversion by J. R. Montague, c.E., m.e.i.c, assistant
hydraulic engineer for the Hydro Electric Power Commis-
sion of Ontario.
The speaker, who had been closely associated with the
project since its conception, traced its history from 1923
when first preliminary surveys were made, up to 1943 when
water actually flowed in the new channels. Subsequent to
the signing of an international agreement regarding the
diversion of some 5,000 c.f.s., actual construction work on
the .$5,000,000 project began in December, 1940.
The completion of the "Ogoki" project has accomplished
the diversion of a considerable portion of Ogoki river water
from its normal course to the Albany river and James Bay
and has redirected it through a chain of rivers and lakes
such as Lake Nipigon, Nipigon River, the Great Lakes and
the St. Lawrence, to the Atlantic Ocean.
A careful topographic and economic study dictated the
construction of a main dam 50 feet high and 1,700 feet
long at Waboose Rapids on the Ogoki; two auxiliary dams
at nearby points served to close low contours. The control
dam, for regulating the flow of water over the height of
land, was located at South Summit Lake while other aux-
iliary dams at Chappais Lake and Snake Creek helped
create a new lake 120 square miles in extent. The several
dams and channel improvements were designed to carry
a maximum of 10,000 second feet.
In describing constructional problems, the speaker noted
that the extent of swamp and muskeg necessitated that
movement of all heavy equipment and supplies be accom-
plished in winter, and for this purpose roads of hard packed
snow and ice were built. Some 20,000 tons of material,
including 800 tons of foodstuffs, were transported thus.
Planes, in both summer and winter flights, carried 900 tons
of freight and 2,600 passengers during the construction
period. Efficient control of all operations was maintained
through the medium of radio.
The benefits accruing from the finished project include
navigational gains due to the expected rise in level of the
Great Lakes and the addition of some 360,000 horsepower
644
November, 1943 THE ENGINEERING JOURNAL é
to be developed and potential water-power sites between
Lake Nipigon and the mouth of the St. Lawrence. Some
of this power is at present being generated at the Hydro's
Cameron Falls, Alexander, and DeCew Falls developments.
Mr. Montague illustrated his talk with numerous charts
and colour photographs which greatly enhanced the audi-
ence's appreciation of the topographical and constructional
problems encountered in the consummation of this unique
project.
The speaker was introduced by Mr. Arthur Frampton,
and the meeting was conducted under the joint chairman-
ship of J. T. Thwaites, a.i.e.e., and C. Hutton. m.e.i.c.
LAKEHEAD BRANCH
W. C. BVERS, Jr.E.I.C.
Secretary-Treasurer
The Fall schedule of meetings to be held by the Lakehead
Branch of the Engineering Institute of Canada opened
Wednesday evening, October 6th, with a dinner meeting
in the Royal Edward Hotel, Fort William, at which Mr.
Otto Holden, chief hydraulic engineer of the Hydro-Electric
Power Commission of Ontario, was the guest speaker.
Mr. Holden spoke on the Ogoki Diversion and his ad-
dress was illustrated with slides and graphs.
In his address Mr. Holden spoke of the original sugges-
tions made by Mr. Ralph Keemle in 1923 to the effect that
water from the Ogoki River flowing north of Lake Nipigon
into the Albany River and thence to James Bay could be
diverted over the height of land near Waboose Rapids and
turned south into the Great Lakes System.
Reconnaissance surveys made by Ontario Hydro in 1924
showed the project feasible and now in 1943 the diversion
was an accomplished fact.
Numerous charts and diagrams showing the estimated
and actual run-off from the watershed, also the methods
used to determine graphically the most economical height
of main reservoir dam and depth of diversion channels
were explained by the speaker. The estimated diverted
water will be approximately 4,000 cubic feet per second.
Mr. Holden also presented figures on costs and material
quantities and gave a brief resume of the benefits that
would accrue from the standpoint of extra hydro-electric
power at various sites on the Nipigon River and points
along the Great Lakes and connecting river system to
Montreal.
R. B. Chandler, chairman of the Lakehead Branch, pre-
sided and gave special welcome to engineers in uniform.
Gordon O'Leary, in introducing Mr. Holden, mentioned
the fact that among other degrees and honours held by the
speaker he was the sitting president of the Royal Canadian
Institute.
Mr. J. M. Fleming thanked the speaker for his most in-
teresting address.
Some 57 members and guests were in attendance.
LETHBRIDGE BRANCH
R. B. McIVENZIE, Jr.E.I.C.
A. J. Branch, m.e.i.c.
Secretary- Treas urer
Branch News Editor
The president of the Institute, Mr. K. M. Cameron, paid
a brief visit to the Lethbridge Branch on Saturday, Oct.
9th. He arrived at shortly after noon accompanied by Mrs.
Cameron, and Messrs. Gaherty, H. Sherman and P. M.
Sauder.
Following a lunch with some of the Executive members
Mr. Sauder drove Mr. Cameron through a portion of the
irrigated district showing him the harvesting of the last of
the irrigated crops — sugar beets — and their disposal at one
of the beet dumps.
Returning to Lethbridge, the president met the members
of the Branch and addressed them on general Institute
The president at Lethbridge, left to right, front row: Councillor
J. Haimes, President Cameron, Chairman J. M. Davidson, Vice-
Chairman C. S. Donaldson, A. L. H. Somerville. Rear rove: A. J.
Branch, G. S. Brown, J. M. Campbell, Wm. Meldrum, C. S.
Clendening, A. G. Donaldson, D. F. Hamelin, P. E. Kirkpatrick
and R. S. Lawrence.
affairs, expressing the regret of the secretary, Mr. L. Austin
Wright, who was unable to accompany him in the West
due to a hurried recall to Headquarters on more urgent
business.
The president made reference to various other engineering
features and was tendered a hearty vote of thanks, following
which the party returned to Calgary to entrain for the
coastal cities.
Whilst the president attended to business matters, Mrs.
Cameron was entertained by a few of the members' wives.
LONDON BRANCH
H. G. Stead, m.e.i.c. -
A. L. FURANNA, Jr.E.I.C.
Secretary-Treasurer
Branch News Editor
On Saturday, September 11th, the London Branch was
host to the Council of the Institute. Members of the Council
and visitors were guests of the branch at a luncheon held in
a private dining room of the Hotel London, where K. M.
Crawford, city clerk, welcomed the Council and particularly
President K. M. Cameron. Mr. Cameron lived in London
in his youth and Mr. Crawford referred in a jovial manner
to a couple of instances he remembered. Mr. Cameron re-
plied by telling of his early life in Middlesex County and
the City of London. Following the luncheon the Council
Meeting was held in a committee room of the City Hall. A
considerable number of the London and district members
attended and gained considerably in their knowledge of
Institute affairs.
Following the Council meeting the branch held their
monthly meeting. This took the form of a courtesy dinner
to Mr. Cameron and the general secretary, L. Austin Wright.
Mr. Cameron was introduced by H. F. Bennett, district
engineer. Department of Public Works. Mr. Bennett told
the audience that the Institute had had chief engineers of
the Public Works as presidents before and that he con-
sidered this particularly significant of the close relationship
of the engineer in public life and the Institute. Mr. Cameron
spoke on Post-war Reconstruction. It was a particularly
timely subject and due to the fact of his being chairman of
the Sub-Committee on Construction Projects of the James
Committee on Post-war Reconstruction, he was able to give
the audience a most interesting and correct picture of the
work that has been done and what should be done to keep
our country on an even keel when peace is declared. A vote
of thanks was moved by E. V. Buchanan, past vice-president
for Ontario.
THE ENGINEERING JOURNAL November, 1943
645
Chairman T. L. McManamna
introduces President K. M.
Cameron.
Councillor E. V. Gage of Montreal, V. A. McKillop and
Councillor Nicol MacNicol listen to H. F. Bennett.
Mr. Wright, general secretary, then spoke on Institute
affairs. He described the many complex and difficult prob-
lems facing the Institute at present. He particularly referred
to the problem of recognition of the engineer in the armed
services and discussed the wonderful work being done by
the R.E.M.E. in the British Army. Following the meeting
a social get-together was held which was enjoyed by both
visitors and members.
MONTREAL BRANCH
L. A. DUCHASTEL, M.E.I.C.
H. H. Schwartz, s.e.i.c.
Secretary-Treasurer
Branch News Editor
On October 7th, Mr. M. V. Sauer delivered a talk on
St. Lawrence River Control and Remedial Dams —
Soulanges Section. In the course of the talk, Mr. Sauer
gave the complete details on the construction of the works.
This paper will appear shortly in the Journal.
The paper aroused considerable discussion from the mem-
bers. Mr. McCrory mentioned that the problem of the flow
of water in pipes, and that of the ice pressure to be expected
on dam gates is still unsettled. Some engineers quote 10,000
pounds per lineal foot as a reasonable ice pressure to assume.
Mr. F. W. Cowley addressed the meeting and underlined
the importance of the St. Lawrence to Canada. Mr. Cowley
has made the study of the St. Lawrence his life work since
1886. During all those years the chief difficulty to the ex-
ploitation of the St. Lawrence has been the danger of frazile
ice. And it is by carefully considered structures such as that
outlined by Mr. Sauer, that frazile ice can be controlled
and the St. Lawrence successfully harnessed.
Part of the group -who visited the Noorduyn Aviation plant
at Cartierville.
On October 14th, the Montreal Branch of the E.I.C. ac-
cepted an invitation from the Noorduyn Aviation Ltd. to
visit their plant in the north end of Montreal, near Cartier-
ville. Around 300 to 400 members made the trip.
On arrival at the plant, Mr. R. B. C. Noorduyn welcomed
the group and discussed the type of work that was going
on in the factory. Two types of planes are manufactured
there — the Harvard Trainer and the Norseman.
In the plant, the planes are built along mass production
lines. Around 11,000 people are employed.
The buildings are of modern design, heated to a uniform
temperature of 70° F. The lighting level is very high, 30
foot candles. All the buildings are protected by sprinklers.
During the tour, the fabrication of an aeroplane from
the raw materials right through to the finished and tested
product was shown. Many of the components are made at
the plant, but several items, such as the engine, etc., are
purchased.
An interesting point that was observed was the care taken
to ensure the safety of the operators, with photo-electric
cells and guards, etc., at the punches and shears.
OTTAWA BRANCH
A. A. Swinnerton, m.e.i.c. - Secretary-Treasurer
R. C. Purser, m.e.i.c. - - Branch News Editor
At the first noon luncheon of the fall and winter season,
held at the Chateau Laurier on October 28, Captain A. C.
Rayment, m.e.i.c, gave an address on Our Chief Needs,
Military and Industrial. G. H. Ferguson, chairman of the
Ottawa Branch, presided. Captain Rayment served with
the Australian forces in the last war in a technical advisory
capacity and since then has held a number of technical
positions, both civil and military, in this country and Great
Britain.
' Captain Rayment stressed the danger of growing optim-
ism among Canadians as to the progress of the war. "The
more we relax our war effort," he said, "the longer the war
will last. It isn't going to be the pushover some of us may
think."
Captain Rayment said there was too much complacency,
too much absenteeism in the factories, too many people
going fishing when they should be at work. He has not yet
talked to one man with battle experience in this war who
believes that the Allies will win soon with a quick victory.
After reviewing the change that has come over the war
situation during the past year, the speaker said there are
still gaps in production, still a lack of co-operation in plans
and supply, for the utilization of man-power, and the utiliza-
tion of technical ability. This is something that should not
be after four years of war. He estimated that there should
be an, increase of at least fifty per cent in production next
year to carry on a proper offensive.
"Adequate reinforcements are vital," he said. "The out-
standing results of Dieppe serve to demonstrate that. There
were highly trained men at Dieppe yet we lost 67 per cent
of them. Now that our forces are engaged in full-speed
offensives, it is more important than ever that we have
more reserve, trained man-power." Reinforcements to the
extent of at least 100 per cent of attacking forces were
necessary, in his opinion.
"As for weapons," he continued, "we must continue to
supply better weapons than those of the enemy, and more
of them. Figures, contracts, mean nothing. All that matters
is that each and every fighting man is well armed with the
very best weapons possible and in sufficient quantities, and
that he should continue to be so armed."
The man-power problem, he declared, really goes far be-
yond the factories and the forces. Those who hang on to
their personal comfort at the nation's expense are commit-
ting a crime against the country. In modern warfare the
advantage belongs to the attacker and everything should
be done to allow the Allies to strike harder than they are
doing to-day.
646
November, 1943 THE ENGINEERING JOURNAL
QUEBEC BRANCH ANNUAL GOLF TOURNAMENT
Below: There was a tournament for ladies. Left to right: Mes-
dames Paul Vincent, Léo Roy, J. M. Paquet, P. Laframboise
and J. Marchand.
Branch Chairman René Dupuis questions the general
secretary's score card.
Below: The tournament was followed by a dinner.
Immediately in front, Mr. and Mrs. Yvon De Guise;
Left to right: in background: Mrs. and Mr. Jacques
Limoges; Mrs. and Mr. Gédéon Legault, Mrs. and
Mr. Guillaume Piette.
You may win a prize with any kind of a score
when the distribution is handled by Gustave
St-Jacques, Chairman René Dupuis and Secre-
tary-Treasurer Paul Vincent.
QUEBEC BRANCH
Paul Vincent, m.e.i.c. - Secretary-Treasurer
La Section de Québec de l'Institut tenait lundi, le 20
septembre dernier, au Royal Quebec Golf Club son troisième
tournoi annuel de golf.
Par un beau soleil d'automne, une quarantaine de con-
currents se disputèrent le championnat.
La coupe "Challenge" de Geo. T. Davie & Sons, em-
blème du championnat chez les golfeurs de l'Engineering
Institute of Canada, section de Québec, fut gagnée pour
une troisième année consécutive par P. A. Dupuis.
Une douzaine de dames à l'esprit aussi sportif que leurs
maris, prirent part à un tournoi de neuf trous, spécialement
organisé pour elles.
Après le traditionnel dix-neuvième trou que tous et chacun
n'ont pas manqué de jouer, Un excellent buffet fut servi
dans la salle à manger du Club.
La présentation des prix fut ensuite faite avec humour
par René Dupuis, président de la section.
P.-A. Dupuis, ingénieur senior au Ministère des Travaux
Publics de Québec, remporta haut la main le championnat
en enregistrant le meilleur score brut et également le meil-
leur net de tous les concurrents.
MM. Ernest Roy, J. des R. Tessier, Claude Robillard,
Gustave St-Jacques, Huet Massue, Léo Roy et Guillaume
Piette se sont fait une lutte serrée et ont obtenu les autres
prix.
Parmi les débutants qui se sont le plus distingués et qui
ont décroché des prix, citons: notre populaire secrétaire-
général, L. Austin Wright; Hector Cimon, vice-président
pour la province de Québec; MM. René Rioux, Marcel
Levert, et Paul de LaMirande.
Chez les dames, Madame Ernest Roy décrocha le premier
prix pour avoir enregistré le meilleur score. Mesdames Léo
Roy et J. Marchand prenaient les honneurs suivants.
Après la distribution des magnifiques prix gracieusement
offerts par des maisons de commerce de Québec et de Mont-
réal, la soirée se termina dans les salons du Royal Quebec
Golf Club où tous s'en donnèrent à coeur-joie aux sons
mélodieux d'un orchestre de danse.
THE ENGINEERING JOURNAL November, 1943
647
PRESIDENTIAL VISIT TO REGINA
At the Executive Meeting of the Professional Association and
the Saskatchewan Branch. Seated: A. C. Garner, K. M. Cam-
eron, A. M. Macgillivray, Stewart Young, I. G. Schaeffer, J. McD.
Patton. Standing: J. B. de Hart, G. L. MacKenzie.
The ladies entertained Mrs. Cameron at tea. In the
group, Mrs. H. E. Jones, M. J. Spratt, D. D. Low, H. J.
Woodman, R. J. Fyfe.
The head table at the dinner: L. A. Thornton,
K. M. Cameron, A. M. Macgillivray, H. S. Car-
penter.
In the group, C. W. Doody, W. H. Bentley, J. R.
Young, W. D. Longworthy, W. E. Crossley, S. G.
Dot bridge.
€ ' »,
Mrs. Cameron with the ladies of the Engineers Wives Association:
Mrs. J. W. D. Farrell, G. L. MacKenzie, S. R. Muirhcad, J. I.
Mutchler, Stewart Young, W. M. Stewart, T. G. Tyrer, H. S.
Carpenter, E. J. Durnin, F. E. Estlin, H. R. MacKenzie.
Stewart Young and G. E. Kent.
648
November. 1943 THE ENGINEERING JOURN \L
SASKATCHEWAN BRANCH
Stewart Young, m.e.i.c.
Secretary-Treasurer
VANCOUVER BRANCH
P. B. Stroyan, m.e.i.c. - - Secretary-Treasurer
Archibald Peebles, m.e.i.c.
Branch News Editor
The Saskatchewan Branch of the Institute, jointly with
the Association of Professional Engineers of Saskatchewan,
met at dinner in the Hotel Saskatchewan, Regina, at 6.30
p.m. on Wednesday, October 6, 1943, the occasion being the
official visit of the president, K. M. Cameron. The attend-
ance was 52. A. M. Macgillivray, branch chairman, pre-
sided.
After expressing regret at the inability of the general
secretary, L. A. Wright, to be present, Mr. Macgillivray
requested Past Vice-President Carpenter to introduce Mr.
Cameron. In so doing, Mr. Carpenter recalled the advice
of the late Dean Galbraith to all young engineers "to shop
around till they found the job most suited to their abilities."
He suggested that Mr. Cameron evidently had followed a
similar course and for the past twenty or more years had
occupied the position of chief engineer, Department of
Public Works, Canada.
President Cameron expressed regret at the absence of
General Secretary Wright stating that this was due to the
pressing emergency of a challenge to the Institute mem-
bership in the solution of a problem of immediate import-
ance and of which the members would learn very shortly.
He conveyed greetings from Mr. Wright and from Past
President Dean Mackenzie.
After sketching the trend of development within the
Institute and stating that the old "retiring attitude of the
engineer was giving way to a realization of public respon-
sibility, Mr. Cameron dealt briefly with Post-War Recon-
struction. He stated that the outstanding cause of delay
in all public engineering work was lack of preparedness —
the bringing of individual projects to the "blueprint" stage;
now is the time to prepare. He stated further that, notwith-
standing much public discussion, evolutionary and not revo-
lutionary methods would obtain.
Mr. L. A. Thornton, the first chairman of the Branch,
commented on our activities in Saskatchewan and stated
that our agreement with the Institute was entirely success-
ful. He suggested however that the Institute still had a job
to do — the creation of co-operation between the various
branches and other engineering bodies in Canada.
A hearty vote of thanks was tendered Mr. Cameron on
motion of J. W. D. Farrell.
TORONTO BRANCH
S. H. DeJong, m.e.i.c.
G. L. White, aCBI.e.i.c.
Secretary-Treasurer
Branch News Editor
Junior Section
The Junior Section had an attendance of 110 at its first
regular monthly meeting for the 1943-44 season which took
the form of a dinner at Diana Sweets, Toronto, on Monday
evening, October 4th. The feature of the meeting, which
was conducted by Chairman J. M, Van Winckle, was an
interesting and complete coloured motion picture "Vision
Fulfilled" covering operations in the plant of Atlas Steels,
Ltd., at Welland, Ont., and presented by R. G. Collins of
that company.
The work of the membership, programme, publicity, and
publications committees was discussed by the respective
chairmen and a general discussion was held regarding a
salary survey to be made at the November 1st meeting
of the section.
The Vancouver Branch opened its season's programme
during the visit of Mr. K. M. Cameron, president of the
Institute, to the western branches. A dinner was given in
his honor on Tuesday, Oct. 12, at the Hotel Georgia. Prior
to this meeting Mr. Cameron met the executive of the
branch with whom he discussed several items of importance
to the Institute and to the engineering profession. With
the president were C. K. McLeod, vice-president for Quebec
province and chairman of the finance committee, and G. A.
Gaherty of Montreal, a member of the Council.
At the dinner meeting Mr. Cameron spoke first on Insti-
tute affairs, a subject usually handled by Austin Wright,
the general secretary. Unfortunately Mr. Wright was un-
able to accompany the president on his western trip so that
Mr. Cameron had to do double duty in speaking to the
branches. He gave progress reports on the most significant
activities of Council, especially those in which the Institute
is co-operating with government departments. He paid a
special tribute to the progress of the Institute committee
on the Welfare of the Young Engineer.
Ni Following his outline of Institute affairs the speaker
turned to his main topic, which was an excellent exposition
of his views on post-war reconstruction. As chairman of the
sub-committee on construction of the James Reconstruction
Committee, Mr. Cameron has given much time and study
to this phase of the rehabilitation programme. He first gave
an estimate of the number of persons in Canada who will
have to be transferred to peace-time employment, including
those demobilized from the armed forces. By comparison
with pre-war years he showed just what place construction
work will take in that picture; a relatively small place in
dollar value, but an extremely vital one since new con-
struction expenditure puts into circulation that portion of
the national income which remains after the necessities of
life have been produced and distributed, and therefore be-
comes to a large degree the determining factor in a difference
between prosperity and depression. Construction is both
public and private however, and private construction must
provide for at least its normal share of this expenditure,
while public construction may be used to smooth out the
differences due to minor changes in the level of business
activity. It is Mr. Cameron's opinion that much public
construction can be regulated by government bodies, in
such a way that it can be brought forward when the total
volume of work begins to drop below a desirable level.
In other terms, governments, federal, provincial and muni-
cipal should prepare in advance a programme of work which
can be implemented when private construction work is not
able to maintain a satisfactory volume. The total volume
of construction should utilize one dollar in five of the
national income. If it falls appreciably below this figure,
depression conditions will prevail, while if it is allowed to
go much above this figure, there is likely to be an undesir-
able reaction to an abnormally low level in later years.
The speaker expressed his view that, with adequate regu-
lation of government construction, and with proper govern-
ment stimulus to private enterprise it will be possible to
prevent periods of abnormal expansion followed by business
slumps, and to maintain a volume of economic activity
which will provide security and a reasonable standard of
living for the people of Canada.
Others who spoke briefly at the meeting were C. K.
McLeod, G. A. Gaherty, Major George Walkem, C. Webb,
Dean J. N. Finlayson, and H. N. Macpherson, who moved
a hearty vote of thanks to Mr. Cameron. Fifty-one members
were present.
THE ENGINEERING JOURNAL Not ember. 1943
649
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Electrical Engineering — Basic Analysis:
Everett M. Strong. N.Y., John Wiley and
Sons, Inc., 1943. 5}/2 x 8}/2 in. «4.00.
Metallography of Aluminium Alloys:
Lucio F. Mondolfo. N.Y., John Wiley and
Sons, Inc., 1943. 5^i x 8lA in. $4.50.
Primer of Ship Blueprint Reading — Glos-
sary of Shipyard Terms:
Claude Clark. N.Y., Cornell Maritime
Press, 1942. 5x7% in. $1.50.
Modern Marine Refrigeration :
Earl S. Shutters. N.Y., Cornell Maritime
Press, 1943. 5 x iy2 in. $1.50.
Materials and Methods of Architectural
Construction :
2nd ed. Charles Merrick Gay and Harry
Parker. N.Y., John Wiley and Sons, Inc.,
1943. 5Y2 x 8]/2 in. $6.00.
Tungsten:
Its history, geology, ore-dressing, metal-
lurgy, chemistry, analysis, applications
and economics. K. C . Li and Chung Yu
Wang. N.Y., Reinhold Publishing Cor-
poration, I943 (American Chemical
Society Monograph Series). 6 x 9\i in.
$7.00.
Practical Principles of Naval Architecture:
S. S. Rabl. N.Y., Cornell Maritime Press,
1942. 5x7% in. $2.00.
Patent Law:
For chemists, engineers and students.
N.Y., John Wiley and Sons, Inc., 1943.
5% x 8% in. $2.75.
Maximum Utilization of Employed Man-
power:
A check list of compay practice. Princeton
University, Industrial Relations Section,
1943.6 x9% in. $1.00.
Workshop Practice in the Light Repair
Shop:
A. F. Wilbu. Toronto, Longmans Green
and Co. (1943). 4% x 7% in. $0.50.
Metals and Alloys Data Book:
Samuel L. Hoyt. N.Y.. Reinhold Publish-
ing Corporation, 1943. 7 x 10% in. $4.;~>.
Ship and Aircraft Fairing and Develop-
ment:
For draftsmen and loftsmen and sheet metal
workers. S. S. Rabl. N.Y., Cornell Mari-
time Press, 1941. 12 x 8)/2 in. $2.50.
The Use of Part-Time Workers in the War
Effort:
Helen Baker and Rita B. Friedman.
Princeton University, Industrial Relations
Section, 1943. 6% x 9% in. $1.00.
By Water and the Word:
Mrs. F. P. Shearwood. Toronto, Mac Mil-
Ian Company, 1943. 5%2 x 8 in. $2.50.
This book is a transcription of the diary of
the Right Reverend J. A. Newnham while
plying the waters and ice fields of northern
Canada in the Diocese of Moosonee. From
1891 to 1904 this young man travelled
thousands of miles by canoe and portage; on
foot and on snowshoes; by dog train and ship,
visiting the outposts of his large Missionary
Diocese of Moosonee. In these days when the
aeroplane has made such trips a thing of the
past, it is stimulating to read how less than
fifty years ago travelling in northern Canada
was such a perilous and arduous undertaking.
The book pays tribute to the skill and industry
of the Crée Indians and to the great assistance
given the Church by the Hudson's Bay Com-
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
pany. Not only is it a great tribute to the man
himself but also to the countless people of
Canada's northland who have laboured so
long and so untiringly in its development.
An Introduction to Heat Engines:
E. A. Allcul. Toronto, The University of
Toronto Press, 1943. 6x9% in. $2.75.
TRANSACTIONS, PROCEEDINGS
Institution of Mining and Metallurgy:
Fifty-first session 1941-1942.
Canadian Electrical Association:
Proceedings of the fifty-third annual
meeting 1943.
British Engineers' Association:
Classified handbook of members and their
manufactures 1943.
REPORTS
Queen's University — Industrial Relations
Section — Bulletin :
No. 7; Recent Canadian collective bargain-
ing agreements. No. 8.
The right to organize; recent Canadian
legislation.
U.S. — National Research Council — High-
, way Research Board:
Wartime road problems No. 6. — Patching
concrete pavements with concrete.
Toronto Harbour Commissioners:
Annual report 1942.
Edison Electric Institute:
Publication No. K6 — Cable operation
1941.
The Electrochemical Society — Preprints:
No. 84-1; Electrolytic reduction of trinitro
aromatic compounds to triamines by use of
a carrier catalyst. 84-2: The electrolytic
reduction of p-aminobenzoic acid. 84-3:
Corrosion resistance of silver plated steel;
phosphating the steel plating. 84-4: Electro-
lytic reduction of cinnamic acid. 84-5: Iron
plating. 84-6: Study of the deposition
potentials and microstructures of electro-
deposited nickel-zinc alloys. 84-7: Corrosion
of lead-indium diffusion alloys. 84-8: The
electrolytic reduction of amides. 84-9:
Novelties in electroplating. 84-10: The
electrolytic oxidation of thiosulfate in
ethylene glycol solution. 84-11: Electro-
organic chemistry in the patent offia
BOOK NOTES
The following notes on new books
appear here through the courtesy of the
Engineering Societies Library of New
York. As yet the books are not in the
Institute Library, but inquiries will be
welcomed at headquarters or may be
sent direct to the publishers.
(The) CHEMISTRY OF LARGE MOLE-
CULES. (Frontiers in Chemistry,
Vol. 1)
Edited by R. E. Burk and 0. Grummitt.
Interscience Publishers, New York, 1943.
313 pp., Mus., diagrs., charts, tables, 9x/2
x 6 in., cloth, $3.50.
A series of lectures by authorities within
the field indicated by the title is presented
here in book form. Individual lectures cover
the mechanism of polyreactions, various in-
vestigations of high polymers, colloidal
behavior, ultracentrifuge applications, elastic-
viscous properties of matter, and the chemis-
try of cellulose and its derivatives.
CIRCUIT ANALYSIS OF A-C POWER
SYSTEMS, Vol. I. Symmetrical and
Related Components
By E. Clarke. John Wiley & Sons, New
York; Chapman & Hall, London, 1943.
540 pp., diagrs., charts, tables, 9 x 5Y2
in., cloth, $6.00.
In the two-volume set of which this is the
first volume, the methods of solving un-
balanced power system problems by means of
components are analyzed and discussed in
detail. Vol. I deals largely with the deter-
mination of currents and voltages of funda-
mental frequency in power systems, by means
of symmetrical and related components, in-
cluding overhead transmission circuits, trans-
formers and synchronous machines. The use
of equivalent circuits and the solution of
practical problems are emphasized.
ELECTRICAL ENGINEERING,
Basic Analysis
By E. M. Strong. John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 391 pp., diagrs., charts, tables, 9 x
5Y2 in., cloth, $4.00.
An introductory presentation of basic con-
cepts essential to the clear understanding of
electrical engineering problems. It includes
an introduction to alternating-current and
voltage as part of this basic material. A
knowledge of the calculus is required of the
student. Detachable work sheets containing
useful graphs are provided at the end of the
book.
ENGINEERING DRAWING PROBLEMS
By I. N. Carter and H. L. Thompson.
International Textbook Co., Scranton, Pa.,
1943. 142 plates, diagrs., charts, tables,
8Y2 x 12 in., stiff paper, $2.25.
A carefully selected group of drafting exer-
cises is presented, designed to be used with
the text, "Engineering Drawing — Practice
and Theory," by the same authors. In
addition to the problem plates already made
up, there are several blank plates for special
work, and a number of sheets of tracing paper
are provided for tracing practice.
FLUID MECHANICS
By R. C. Binder. Prentice-Hall, New York.
1943. 307 pp., Mus., diagrs., charts, tables,
9y2x6 in., cloth, $5.00.
The aim of this book is to present the
fundamentals of fluid mechanics. Both liquids
and gases are dealt with, and the general
cases of flow in pipes and in open channels are
considered. The general arrangement is
logical, beginning with statics, then kine-
matics, then dynamics which receives the
fullest treatment. Applications to such prac-
tical subjects as lubrication and pumping are
discussed.
FOUNDATIONS, ABUTMENTS AND
FOOTINGS
Compiled by a staff of specialists, editors-
in-chief, G. A. Hool and W. S. Kinnt ;
revised by R. R. Zipprodt and E. ./.
Kilcawley. 2 ed. McGraw-Hill Book Co..
New York and London, 1943. 417 pp.,
Mus., diagrs., charts, tables, 9Y2 x 6 in.,
cloth, $4.00.
This standard textbook covers soil investi-
gation, excavation, foundations, spread foot-
ings, underpinning, bridge piers and abut-
ments. There is a section devoted to founda-
tions requiring special consideration, and a
section on the application of the law relative
to the engineer. Since there has been a period
of twenty years since the revised edition,
the book has been extensively revised with
much rewriting.
650
November, 1943 THE ENGINEERING JOURNAL
GENERAL PHYSICS, a Textbook for
Colleges
By 0. Blackwood. John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 622 pp., Mus., diagrs., charts, tables,
maps, 8Yi x 5V2 in., cloth, $3.75.
The whole field of college physics is covered
in this elementary text. The arrangement of
major divisions is as follows: mechanics;
molecular physics and heat; vibrations, wave
motion and sound ; light ; electricity and mag-
netism; the new physics. Emphasis is placed
on the practical illustration of physical prin-
ciples of examples from everyday life.
LABOUR PROBLEMS IN BOLIVIA
Report of the Joint Bolivian- United States
Labour Commission, English and Spanish
Texts. International Labour Office, Mont-
real, Canada, 1943. 45 pp., Mus., tables,
9x6 in., paper, 2s. (0.50).
Published with parallel text in English and
Spanish, this report of the Joint Bolivian-
United States Labour Commission deals with
the conditions of life and work of Bolivian
laborers. Recommendations are made for
improvement in housing, health, educational
facilities, hour and wage regulation, and other
labor problems.
MANAGEMENT OF MANPOWER
By A. S. Knowles and R. D. Thomson.
The Macmillan Co., New York, 1943. 248
pp.. Mus., diagrs., charts, tables, 9 x 5Yi
in., cloth, $2.25.
The text, part of a larger volume on indus-
trial management, is reproduced for those
whose primary attention is devoted to
handling workers. It discusses the modern
tools and techniques available for the effective
and intelligent handling of man-power prob-
lems leading toward greater efficiency, higher
production and better co-operation of the
workers. Job evaluation and merit rating are
emphasized.
MANUAL OF A.S.T.M. STANDARDS ON
REFRACTORY MATERIALS, pre-
pared by A.S.T.M. Committee C-8
on Refractories
American Society for Testing Materials,
260 S. Broad St., Phila., Pa., June 1943.
201 pp., Mus., diagrs., charts, tables, 9 x
6 in., paper, $1.50; cloth, $1.75.
Designed to give all of the A.S.T.M.
standards on refractory materials — specifica-
tions, methods of physical tests, chemical
analysis, and definitions — this extensively
revised and enlarged publication also includes
pertinent data developed by the committee
and gives other supplementary information of
service to those concerned with refractories.
MARCONI, PIONEER OF RADIO
By D. Coe. Julian Messner, New York.
i~!2 pp., Mus., diagrs., 9x6 in., cloth,
$2.50.
Marconi's great influence on the develop-
ment of wireless transmission is told in
narrative style. Much biographical detail is
included, and the character of the man him-
self is emphasized. Important and dramatic
incidents connected with Marconi's life and
the rise of radio as a useful science increase
the interest of the book.
MATERIALS AND METHODS OF AR-
CHITECTURAL CONSTRUCTION
By C. M. Gay and H. Parker. 2 ed. John
Wiley & Sons, New York; Chapman &
Hall, London, 1943. 636 pp., Mus., diagrs.,
charts, tables, 8Y2 x 5}4 in., cloth, $6.00.
Part I discusses the composition, charac-
teristics, production and uses of the commonly
used materials of construction. Part II covers
the mechanics of materials, methods of com-
bining them for architectural construction,
and the computation of dimensions. The pre-
sent edition has been revised in accordance
with current standards and practice.
MAXIMUM UTILIZATION OF EM-
PLOYED MANPOWER, a Check List
of Company Practice. (Research
Report Series No. 68)
Princeton University, Industrial Relations
Section, Princeton, New Jersey, 1943.
46 pp., 9Y2x6 in., paper, $1.00.
This publication constitutes an outline list-
ing a wide range of symptoms or ailments
which are likely to accompany or cause under-
utilization of employed labor. Most of the
sub-headings, however, indicate positive steps,
drawn from widespread company experience,
which have proved successful remedies. A
detailed bibliography is appended.
METAL FORMING BY FLEXIBLE
TOOLS
By C. J . Frey and S. S. Kogut. Pitman
Publishing Corp., New York and Chicago,
1943. 193 pp., Mus., diagrs., charts, tables,
9Y2x6 in., cloth, $3.00.
The characteristics of the flexible tool,
developed and mainly applied in the aircraft
industry, are low first cost and rapidity of
manufacture, to meet the frequent changes in
design necessitated by war, and the ability to
adhere to sheet-metal tolerances so as to
permit interchangeability. The answer to the
need for flexible tooling has been found in the
rubber press, the drop hammer, the power
brake, the stretch press and the Anderson
method of forming by drawing, all described
in detail in this book.
MUNICIPAL AND RURAL SANITATION
By V. M. Ehlers and E. W. Steel. 3 ed.
McGraw-Hill Book Co., New York and
London, 1943. 449 pp., Mus., diagrs.,
charts, tables, 9x6 in., cloth, $4.00.
The varied subjects dealt with by the sani-
tary engineer are discussed in this elementary
textbook. Sewerage and sewage disposal and
the development and purification of water
supplies are standard topics. Other activities
covered include the sanitation of milk and
other foods, refuse collection and disposal,
the control of mosquitoes, flies and rodents,
plumbing, and other aspects of public health
work.
ON YOUR OWN, How to Take Care of
Yourself in Wild Country, a Manual
for Field and Service Men
By S. A. Graham and E. C. O'Roke.
University of Minnesota Press, Minnea-
polis, Minn., 1943. 14H pp., diagrs., tables,
8 x5 in., cloth, $2.00.
This little manual, prepared by two ex-
perienced foresters, is intended to assist field
workers in avoiding trouble in wild country.
Suggestions on meeting extremes of tempera-
ture, on preventing and treating minor in-
juries and infection, on avoiding quicksand,
quagmire and water hazards, on food, on
catching wild animals, on protection from
poisonous plants and from insects, on danger-
ous animals and on parasites are provided.
The book should be most useful to travellers.
OPTICAL CRYSTALLOGRAPHY
By E. E. Wahlstrom. John Wiley & Sons,
New York; Chapman & Hall, London,
206 pp., Mus., diagrs., charts, table, 8Y2
x 5l/2 in., cloth, $3.00.
It is the purpose of this textbook to review
the principles of optical crystallographic
theory. Practical applications are treated
briefly, as the emphasis is placed on the
thorough presentation of fundamental con-
cepts. Some space is given to a description of
the techniques for the measurement of refrac-
tive indices. The text is profusely illustrated,
a particularly helpful feature in a book on
this subject.
PRODUCTION CONTROL
By A. S. Knowles and R. D. Thomson.
The Macmillan Co., New York, 1943. 271
pp., Mus., diagrs., charts, tables, 9 x 5x/2
in., cloth, $2.50.
Part I of this book deals with the problems
which arise in establishing and administering
operating controls, covering storeskeeping,
development and engineering of the manufac-
turing processes, and planning. Part II deals
with the control of those elements of total
costs of manufacturing about which the
manager needs particular knowledge but
which require no specialized accounting back-
ground. The text is a reproduction of two
sections of a larger volume on industrial man-
agement.
SLIDE RULE SIMPLIFIED
By C. 0. Harris. American Technical
Society, Chicago, III., 1943. 250 pp.,
diagrs., tables, 8Y1 x 5V2 in., cloth, $2.50;
with slide rule, $3.50.
The practical manipulation of the slide rule
is explained in detail. The first eight chapters
cover the relatively simple straight arithme-
tical operations for the beginner. Succeeding
chapters deal with the handling of trigono-
metrical relations and other more complex
operations. The logarithmic basis of the
functioning of the slide rule is explained for
those who are interested.
STRESS ANALYSIS FOR AIRPLANE
DRAFTSMEN
By E. J. Greenwood and J. R. Silverman.
McGraw-Hill Book Co., New York and
London, 1943. 291 pp., diagrs., charts,
tables, 8Y2x5 in., cloth, $3.00.
In addition to basic information on the
properties and mechanics of materials for air-
plane construction this book provides the
following design procedures: the determina-
tion of the loads on the structure: the deter-
mination of the resulting stresses in the
members; and the investigation and com-
parison of types of construction suitable for
carrying these loads and stresses. The applica-
tion of these principles to everyday problems
is indicated.
STRUCTURAL FRAMEWORKS
By C. T. Morris and S. T. Carpenter.
John Wiley & Sons, New York; Chapman
& Hall, London, 1943. 272 pp., Mus.,
diagrs., charts, tables, 9 x 5Y2 in., cloth,
$4.00.
This book, which is intended for advanced
students, is concerned with the analysis of
some complex problems that arise in the design
of buildings and structural frameworks, includ-
ing industrial buildings and radio and trans-
mission towers. Numerous examples are
worked out to illustrate the methods used.
STRUCTURE OF METALS, Cry-
stallographic Methods, Principles
and Data
By C. S. Barrett. McGraw-Hill Book Co.,
New York and London, 1943. 567 pp.,
Mus., diagrs., charts, tables, 9x6 in.,
cloth, $6.00.
Crystallographic methods for investigating
the structure of metals are discussed. The
first four chapters explain the fundamentals
of crystal lattices and projections and the
general principles of the diffraction of x-rays
from crystals. Chapters V to VII cover the
technique of x-ray diffraction. The latter
half of the book is devoted to the results
of research along specific lines of current
interest, including a chapter on electron
diffraction. The book is intended for graduate
courses.
TREATMENT OF EXPERIMENTAL
DATA
By A. G. Worthing and J. Geffner. John
Wiley & Sons, New York; Chapman &
Hall, London, 1943. 342 pp., Mus.,
diagrs., charts, tables, 9Yi x 6 in., cloth,
$4.50.
As an aid to scientists and engineers in
presenting experimental data clearly and use-
fully, this book presents and discusses the
following topics: rules for graphing; methods
of smoothing and tabulating; a moderately
extended treatment of precision indexes; the
essentials of correlation; Fourier series and
harmonic analysis as a means of representing
data; and the use of determinants as a means
of simplifying computations.
THE ENGINEERING JOURNAL November, 1943
651
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
October 28th, 1943
The By-laws provide that the Council of the Institute shall approve,
classify and elect candidates to membership and transfer from one
grade of membership to a higher.
It is also provided that there shall be issued to all corporate members
a list of the new applicants for admission and for transfer, containing
a concise statement of the record of each applicant and the names of
his references.
In order that the Council may determine justly the eligibility of
each candidate, every member is asked to read carefully the list sub-
mitted herewith and to report promptly to the Secretary any facts
which may affect the classification and selection of any of the candi-
dates. In cases where the professional career of an applicant is known
to any member, such member is specially invited to make a definite
recommendation as to the proper classification of the candidate.*
If to your knowledge facts exist which are derogatory to the personal
reputation of any applicant, they should be promptly communicated.
Communications relating to applicants are considered by
the Council as strictly confidential.
The Council will consider the applications herein described at the
December meeting.
L. Austin Wright, General Secretary.
*The professional requirements are as follows: —
A Member shall be at least twenty -seven years of age, and shall have been en-
gaged in some branch of engineering for at leaBt 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 claBS of Student after he has
attained the age of twenty-seven years, unlesB in the opinion of Council special
circumstances 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 member's as reference does
not necessarily mean that their applications are endorsed by such members.
FOR ADMISSION
BEGG— ROBERT ARTHUR, of 50 East Avenue South, Hamilton, Ont. Born at
Regina, Sask., Dec. 1st, 1918; Educ: B.Sc. (Mech.), Queen's Univ., 1943; 1940
(summer), chainman, Dept. of Highways, Ont.; 1941 and 1942 (summers), fitter,
machine shops, The John Bertram & Sons Co. Ltd.; May, 1943, to date, dftsman.,
armoured car engrg. dept., Hamilton Bridge Co. Ltd.
References: H. G. Bertram, L. S. MacDonald, W. S. Macnamara, \V. B. Nicol,
L. T. Rutledge.
BRIERLEY— JOHN PAUL, of 299 Eastern Ave., Toronto. Born at Port Sunlight,
England, June 11, 1899; Educ: M.Sc. (Chem.), Liverpool Univ., 1920; With Lever
Bros. Ltd., as follows: 1920-25, chemist, Port Sunlight, 1925-26, asst. to wks. mgr.,
Port Sunlight, 1926-30, tech. adviser, South African Administration Board, Johan-
nesburg, S.A., 1930-39, tech. director, controlling factories at Durban, Johannesburg
and Cape Town, S.A., 1940 to date, tech. director, Toronto, Ont., controlling soap,
glycerine, edible fat and margarine factories at Toronto, Winnipeg, Calgary, Van-
couver, St. Stephen & St. John's, Nfld., with direction of all manufacturing, technical
& personnel arrangements.
References: E. A. Allcut, S. Ball, Wills Maclachlan.
BROWNLEE— WILLIAM DANIEL, of Griffith St., Welland, Ont. Bom at
Collingwood, Ont., July 23rd, 1907; Educ: B.A.Sc, Univ. of Toronto, 1931; 1931-32
municipal engrg. for Town of Midland; with the Province of Ontario as follows:
1932-33, instr'man., Dept. of Highways, 1933-36, res. engr. on highway constrn. and
1936-37, locating engr., on highway location for the Dept. of Northern Development,
1937-39, res. engr., Dept. of Highways, on highway constrn.; 1939-40, acting res.
engr., Dept. of Transport, Civil Aviation Branch, on airport constrn.; 1940 to date,
engr., Electro Metallurgical Co. of Canada, on design, layout and cost estimating of
bldgs., sewer and paving constrn.
References: T. L. Hughes, T. F. Francis, W. Bishop, H. E. Barnett, N. K. Cameron,
D. S. Scrymgeour, E. M. MacQuarrie.
CLIMO— CECIL, of 2226 Dawlish Ave., Niagara Falls, Ont. Born at Cobourg,
Ont., Sept. 22nd, 1898; Educ: B.Sc, Queen's Univ., 1923; R.P.E. of Ont.; 1921
(summer) instr'man., Chippawa Power Canal; 1922 (summer), field engr., street
paving, Cobourg; with the Carborundum Co., Niagara Falls, N.Y., as follows:
1923-37, field engr., i/c all constrn., 1937 to date, asst. constrn. engr., i/c design &
constrn. of new plants & equipment.
References: M. F. Ker, W. D. Bracken, A. W. F. McQueen, J. F. Wickenden
COWAN— GEORGE ARCHIBALD, of 549 Campbell St., Winnipeg, Man. Born
at Kennedy, Sask., Dec. 8th, 1916; Educ: B.Eng. (Mech.), Univ. of Sask., 1938;
1938-40, sales promotion, International Harvester Co., Brandon, Man.; 1941 to date,
sales engr., (engrg. sales & service on elec motors & control apparatus, steels, mining
& industrial equipment & aircraft equipment & supplies), Railway & Power Engineer-
ing Corp'n., Ltd., Winnipeg, Man.
References: H. L. Briggs, T. E. Storey, S. G. Harknett, C. P. Haltalin, I. W.
Beverly.
FAIRFIELD— ROBERT CALVIN, of 432 Nelson Street, Ottawa, Ont. Born at
St. Catharines, Ont., July 31st, 1918; Educ: B.Arch., Univ. of Toronto, 1943;
1937-38, inspection dept.. General Motors, St. Catharines, Ont., testing axels, trans-
mission gears, differential gears, knee-action shocks, etc., production line operations
of lathes, milling, tapping, etc., also case hardening operations on transmission &
differential gears; 1939 (summer) carpenter's ap'tice, with A. S. Jones (contractor);
1942-43, design & dfting. of aircraft hangars, mining structures, torpedo boat repair,
& bldgs. for Dept. of National Defence, 1943 to date, asst. engr. in the structural dept..
of the Works and BldgB. Branch, Naval Services, Ottawa.
References: C. F. Morrison, \V. S. Wilson, D. D. Whitson, S. H. deJong, C R
Young, R. H.Self.
KARN— WILLIAM MATHESON, of Buckingham, Que., Born at Woodstock,
Ont., Sept. 17th, 1917; Educ: B.A.Sc, Univ. of Toronto, 1940; 1938-39, (summers),
with the Cumbustion Engineering Corp'n. Ltd., at Canadian Industries, Ltd., and
at the Ford Motor Co. of Canada, Ltd., Windsor, Ont., during the erection of high
pressure steam generating units; With the Electric Reduction Co. of Canada, Ltd.,
as follows: 1940-42, as asst. to sales mgr. at Toronto (during this time spent approx.
one year in the works control & research lab. at Buckingham, Que), 1942 to date,
asst. research chemist, engaged in chemical research and tech. service work at Buck-
ingham, Que.
References: I. R. Tait, H. C. Karn, C. R. Bown, J. A. Vance, H. M. Esdaile.
KERR— ANGUS DOUGLAS, of 2193-West 19th Ave., Vancouver, B.C. Born at
Sturgeon Falls, Ont., July 17th, 1906; Educ: 1923-25, S.P.S.. Univ. of Toronto;
1923-25 (summers), with Hollinger Consldt. Gold Mines & Mclntyre Porcupine
Gold Mines as surveyor's helper, ass't mine surveyor, etc.; also surveys on power &
pulp locations in northern Ontario for Spruce Falls Co.; 1925-27, transit man, con-
strn. engr., asst. res. engr., Carr & MacFadden, Inc., Florida; 1927-28, field engr.,
placer mine development in B.C. for F.A. Sutton, CE.; 1928-29, mine surveyor &
asst. engr., Granby Consldt. Mining, Smelting & Power Co., Hidden Creek, B.C.;
1929-30, res. constrn. engr., E. J. Ryan Contracting Co.; 1930, res. engr., B.C.
Electric Rly. & Power Co., Barrière Power plant; 1930-32, asst. city engr., City of
Nanaimo; 1933-36, mine engr. & mine supt., Savona Gold Mines Ltd.; 1936 to date,
principal dftsman. & asst. to chief engr., Vancouver Harbour, National Harbours
Board.
References: E. G. Cameron, H. W. Frith, W. G. Swan, C. Brakenridge, E. A.
Cleveland, W. H. Powell, P. B. Stroyan, A. G. Graham.
McLELLAND— E. RUSSELL, of 453 Rideau St., Ottawa, Ont. Born at Montreal
Que., March 26th, 1905; 1923-27, dftsmn., & junior engr., Northern Electric Co.,
Montreal; 1928 (8 mos.), heating & ventilating work with E. A. Ryan, Consulting
Engr., Montreal; 1928-29, mech. design bldg. trades, Chapman & Oxley, architects,
Toronto; 1929-30, inspecting pipe fitting, International Nickel Smelter & Ontario
Refinery, Copper Cliff, Ont., for Fraser Brace Constrn. Co., Montreal; 1930-31,
checker, junior engr. & asst. supt. on mech. install'n of equipm't. of a fertilizer plant
at Consolidated Mining & Smelting Co., Trail, B.C., for Dorr Engrg. Co. of New York;
1934-37, architect'l. & mech. design, field superv'n., etc., with Harle B. Long, archi-
tect, Kirkland Lake, Ont., 1938, mech. & piping design at surface mills, East Malartic
Gold Mines, Uchi Gold Mines, Desantis-Porcupine Mine for General Engrg. Co. of
Canada, Toronto; 1939-41, with T. Pringle & Son, Industrial Engrs., Montreal,
meoh. design & responsible for mech. superv'n on all major work such as, install'n.
of 6(1000 lb per hour steam generating unit for Dominion Woolens & Worsteds. Sec
peler, Ont., mech. install'ns. at Dominion Arsenals, Que, & Dominion Tank Arsenal,
Montreal Locomotive Co., Montreal, 1941-43, office engr., E. G. M. Cape & Co.,
General Contractors, Montreal, at St. John's, Nfld., supervising field engrs., also
field superv'n of all trades in constrn. for the Dept. of Munitions & Supply & other
gov't services in Nfld.; 1943 (Feb. -April) on loan from Cape & Co. to Quebec Sugar
Refineries, St. Hilaire, on design of dryer furnaces, plant layout, line shaft drives,
etc.; 1943 (May) to date, with Dept. of National Defence (Navy), Works & Bldgs.
Branch, as chief estimator & at present, acting dist. engr., supervising all raw
constrn., from Quebec City to the Rocky Mountains.
References: E. A. Ryan, J. B. Stirling, B. R. Perry, A. A. Young.
NICHOLSON— RALPH ARDREY VALANCE, of 61 Cartier St., Ottawa, Ont.
Born at Toronto, Ont., April 16th, 1891; Educ: 1909-14, 3 special sessions (Architec-
ture) McGill University; Member, Ont. Assoc, of Architects; Member, R.A.I.C.; sec,
Military Engrs. Assoc, of Canada; 1908-14, drftsman., with various architects in
Quebec, Montreal, Ottawa and with Experimental Farm, Dept. of Agriculture,
Ottawa; 1914-29, junior architect, Experimental Farm, Ottawa, i/c design of farm
bldgs.; 1929-40, asst. architect, engineer services branch, Dept. of National Defence;
1940, administrative asst. to G.S.O. Surveys; Sept., 1940 to date. Lieut. -Col., O.C.
Survey Section, R.C.E., Ottawa, Ont.
References: D. S. Ellis, C. C. Lindsay, J. L. H. Bogart, W. F. M. Bryce, N. B.
MacRostie, D. M. Jemmett, F. B. Reid, V. H. Patriarche.
652
November, 1943 THE ENGINEERING JOURNAL
Employment Service Bureau
NOTICE
Technical personnel should not reply
to any of the advertisements for situa-
tions vacant unions—
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
EXPERIENCED STRUCTURAL STEEL
DRAUGHTSMEN. Location Windsor, Ontario.
Apply to Box No. 2662-V.
ENGINEER, graduate, for manufacturing company
in the Eastern Townships, Province of Quebec;
peacetime product: pulp and paper machinery, but
presently engaged in war work. Some pulp and paper
experience preferred. Permanent position and good
opportunity. Apply to Box No. 2670-V.
ELECTRICAL SUPERINTENDENT for newsprint
mill in the Province of Quebec. Graduate in electrical
engineering with three or four years experience in
electrical work preferred. Good starting salary.
Apply to Box No. 2671-V.
DRAUGHTSMAN required by firm engaged in light
manufacturing in immediate vicinity of Montreal.
Apply to Box No. 2675-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.
LABORATORY ASSISTANT, to be engaged princi-
pally in wood testing, required by light manufactur-
ing firm located near Montreal. Apply to Box No.
2676-V.
CIVIL ENGINEER to act as assistant to general
contractor, experience in handling outside work and
labour as well as knowledge of cost, estimating and
design would be desirable. In replying please give
complete information and salary expected. Apply to
Box No. 2678-V.
SITUATIONS WANTED
GRADUATE CIVIL ENGINEER, age 55, over thirty
years' experience as engineer and construction execu-
tive in charge railway, highway, bridge and founda-
tions and general heavy construction projects. Cap-
able of taking charge organization and management.
Wishes to make permanent connection with view to
immediate and post-war developments. Apply to
Box No. 278-W.
TECHNICALLY TRAINED EXECUTIVE: general
experience administrative — organization and manage-
ment— business and industrial fields; most recently
general manager large war industry; plant mainten-
ance, modernization, production and personnel; in-
dustrial surveys and economic studies; company re-
organizations and amalgamations, valuations; heavy
construction including railroad, highway, hydro,
pulp, newsprint, housing. B.Sc. degree in engineering,
age 54, married, Canadian. Apply to Box No. 1 175-W.
ENGINEER, M.E.I.C, twenty years' experience.
Factory planning and design of parts for mass pro-
duction in U.S.A., England and Canada. Responsible
position desired. Apply to Box 2406-W.
GRADUATE CIVIL ENGINEER, Queen's Univer-
sity, age 43, 20 years experience highways, bridges,
buildings, docks, municipal pavements, sewers and
waterworks. Surveying, estimating and design;
emphasis on economy in earthwork and concrete.
Versatile, practical and good personality for meeting
the public. Presently employed, desires position as
municipal engineer or with general contractor. Apply
to Box No. 2453-W.
GRADUATE ENGINEER, B.Sc. in E.E. 1927,
M.E.I.C. with 16 years engineering and sales ex-
perience, also office and accounting including 2-year
apprentice course. West preferred. At present em-
ployed but work running out. Available on short
notice. Apply to Box No. 2454-W.
BUILDING ENGINEER, twenty years' experience
with well known firm of consulting engineers and
contractors in design and supervision of industrial
work. Desires change of employment to permanent
position with industry on maintenance, alterations
or extensions. Age 45. Apply to Box 2455-W.
PRODUCTION ENGINEER or shop supervisor in
heavy plate work, machine shop or structural steel
plant. Sixteen years experience. Excellent knowledge
of production control systems, tool design and shop
practice. Available under regulations of Wartime
Bureau of Technical Personnel. Apply to Box No.
2456-W.
ELECTRICAL ENGINEER, B.Sc. '37, M.E.I.C.
Age 33, married. Six years' experience covering power
station and paper mill operation and maintenance,
includes main dam reconstruction, highway, railway,
water canal and snow surveys, construction design
and layout for paper mill buildings, machinery,
piping, high and low voltage, power distribution,
assistant superintendent. Previous to graduation,
five years experience as electrician's mate, depart-
mental records, time and cost studies. Wants oppor-
tunity where knowledge and experience can be used
to better advancement. Apply to Box No. 2457 -W.
WANTED
THERMOMETERS for Ascania magnetometer or
any thermometers 4 in. long or less, with a range
of -10° to -35° or -40° Centigrade. Would also buy
magnetometer, preferably Ascania.
TRANSIT, second-hand, also wanted, with 1 yi in.
or larger objective for polar observations. Apply to
Box 53 -S.
NICKLE— DONALD COLLAMER, of Toronto, Ont. Born at Kingston, Ont.,
Sept. 7, 1902; Educ: M.Sc, Mass. Inst, of Tech., 1927; 1923-25 (summers), paving
foreman, City of Kingston; 1926 (6 mos.), Mass. Inst. Tech. practice school; 1927
(6 mos.), training in labs, of Kimberly-Clark Co., Neenah, Wis., and Niagara Falls,
N.Y.; 1927-28, control supt., i/c of all lab & plant control, Spruce Falls Power &
Paper Co., Ltd., Kapuskasing, Ont.; 1928-29, control supt., Donnacona Paper Co.
Ltd., Donnacona, Que.; 1929-42, sales engr.. Gypsum, Lime & Alabastine, Canada,
Ltd., Toronto, i/c industrial sales; 1942-43, regional representative, Wartime Bureau
of Technical Personnel, Toronto, 1943 to date, sales engr., Gypsum, Lime & Ala-
bastine, Canada, Ltd., Toronto, Ont.
References: R. J. Askin, S. R. FroBt, D. S. Ellis, H. W. Lea, W. L. Cassels, A. E.
MacRae.
WILDWOOD— HARRY VERNON, of Fonthill, Ont. Born at Chatham, Ont.
Aug. 17th, 1907; Educ: B.Sc, Queen's Univ., 1936; 1926-30, ap'tice toolmaker,
Detroit Accessories Corp'n, Detroit, Mich.; 1935-37, mill operator & refiner, Macassa
Mines; 1937-41, asst. in metallurgical lab., Steel Co. of Canada; 1941 (9 mos.),
toolroom foreman, Hamilton Munitions; 1941 to date, field engr., Electro-Metallur-
gical Co. of Canada.
References: N. K. Cameron, J. H. Ings, D. S. Scrymgeour, H. L. Weaver, J. C.
Street.
FOR TRANSFER FROM THE CLASS OF JUNIOR
CASSIDY— STANLEY BERNARD, of R.R. No. 1, Fredericton, N.B. Born at
Sussex, N.B., March 7, 1913; Educ: B.Sc, 1933, M.Sc, 1939, Univ. of N.B. 1932-33
(during senior year), asst. in elect'l engrg., Univ. of N.B.; 1933 (6 mos.), head of
geophysical party, N.B. Gas & Oilfields, Ltd.; 1935 (1J-3 mos.), asst. on geological
survey, (1 mo.) geological computations; 1937-39, radio operator and engr., and 1939
to date, chief engr., Radio Station CFNB, Fredericton; also 1940 to date, professor
at R.C.A.F. and R.C.N. Radio School, Univ. of N.B. (Jr. 1936)
References: J. Stephens, W. J. Lawson, E. O. Turner, A. F. Baird, J. H. Moore.
MeGUIRE— JAMES FRANCIS, of 1593A Ducharme Ave., Outremont, Que.
Born at Montreal, November 23, 1908; Educ: B.E. McGill Univ., 1934; 1935 to date,
sales and welding engr., Lincoln Electric Co., Montreal. (Jr. 1935).
References: F. P. Shearwood, F. Bowman, S. G. Lochhead, P. G. A. Brault, J. J. R.
Scanlan.
FOR TRANSFER FROM THE CLASS OF STUDENT
CLOUTIER— JEAN PAUL, of Sorel, Quebec. Born at Montreal, July 3, 1916;
Educ: Completed dftsmn's course, completing mech. engrg. course, I.C.S., 1935 to
date; 1932-34, farm machinery; With Singer Co., St. Johns, Que., as follows: 1934-37,
production, piece work, 1937-38, departmental accounting, 1938-40, assistant fore-
man, machine mtcc, jig fixtures, gauges, setting up time study, routing; 1940-43,
tool engr., tool design, operating, routing, estimating, tool procurement and war
time follow-up, Sorel Industries, Ltd., Sorel, Que. (St. 1942).
References: J. A. Lalonde, W. B. McLean.
DEMERS— CHARLES EUGENE, of Kenogami, Que. Born at Quebec, P.Q.,
June 3, 1916; B.Sc, Queen's Univ., 1941; Summers, 1938, chairman & levelman for
P. M. H. LeBlanc, Federal Surveyor, 1939-40, instr'man and office man, Highway
Dept., Quebec; 1941-42, asst. field engr., Chute-à-Caron Power House extension,
Foundation Co. of Canada; May, 1942 to date, asst. field engr. on Shipshaw Power
Development, for H. G. Acres & Co. (St. 1941).
References: C. Miller, P. C. Kirkpatrick, G. R. Adams, D. S. Ellis, R. A. Low,
J. B. Baty.
MARSOLAIS— J. IRENEE W., of Quebec, P.Q. Born at St-Jacques l'Achigan,
Quebec, August 15, 1916; Educ: B.A.Sc, CE., Ecole Polytechnique, 1942,
Summers: 1937-41, concrete inspr., senior asst. on geological party, i/c survey and
constrn. of road No. 18, res. engr. on highway constrn., and a course in Ordnance
Mechanical Engrg., Canadian Army; 1942 to date, res. inspr. of ordnance material,
Dominion Arsenal, Quebec City, for the United States Army, Detroit Ordnance
District (U.S. War Dept.). (St. 1941).
References: R. Boucher, A. Gratton, P. P. Vinet, S. A. Baulne, T. J. Lafrenière,
O. Mathieu.
MAZUR— JOHN T., of 123 Pinewood, Toronto, Ont. Born at Melrose, Man.,
June 24, 1916;Educ: IB Standing final year, Univ. of Man., 1940; Summers: 1937-38,
rodman, chainman, Manitoba Good Roads, 1939, drftsmn. and designer, Cowin & Co.,
Winnipeg; 1940-41, tool designer, MacDonald Bros. Aircraft, St. James, Man., 1941
to date engrg. supervisor, Plant No. 1, Massey-Harris Aircraft, Weston, Ont.
(St. 1939).
References: C. V. Antenbring, E. S. Kent, A. E. MacDonald, G. H. Herriot, S. H.
dejong.
POOLE— JOHN EDWARD, of Montreal, Que. Born at Regina, Sask., Feb. 18,
1916. Educ: B.Sc, (Civil) Univ. of Alta., 1937. 1935 (summer) rodman City of
Edmonton Engrg. Dept.; 1934 and 1936 (summers) and 1938-39, crusher greaser,
dragline graser, and asst. engr., constrn. bldgs. and dam, Poole Construction Co. Ltd.,
Edmonton; 1937-38, asst. struct'l designer, City of Edmonton Power Plant; 1939-40,
designing dftsmn. 1940-41, asst. project engr., 1942 to date constrn. cost control
engr., Defence Industries, Ltd., Montreal; 1941-42, res. engr., constrn. chemical plant,
Canadian Industries Ltd., Montreal. (St. 1937).
References: R. S. L. Wilson, R. G. Watson, A. W. Haddow, C. H. Jackson, D. A.
Killam.
SMITH— ARTHUR DALE, of St. Catharines, Ont. Born at Aberfoyle, Ont., May
12, 1916; Educ: B.A.Sc: Univ. of Toronto, 1939, 1939 to date, Foster Wheeler,
Ltd., Proposal Dept., preparation of replies to inquiries, tenders, etc. Preparation
of layout drawings, gradually assuming charge of this work. Also general engineer-
ing and purchasing for complete oil refinery. (St. 1939).
References: R. W. Angus, E. A. AUcut, J. E. Neilson, D. V. Mclntyre, W. C.
Lorimer.
SOLOMON— JULIUS DENISON, of 76 Proctor Blvd., Hamilton, Ont. Born at
Dartmouth, N.S., March 22, 1921; Educ: B.A.Sc, (Civil) Univ. of Toronto, 1942;
1940 (summer), ship's fitter, layout, lofting and erecting for naval vessel, Halifax
Shipyards, Ltd., Halifax; 1941 (summer), design & dfting. for mechanized equipment,
and 1942 to date, development engr. on design of armoured fighting vehicles, Hamilton
Bridge Co. Ltd., Hamilton, Ont. (St. 1942).
References: W. P. Copp, H. R. Theakston, R. F. Legget, H. J. A. Chambers.
TIMMS— REGINALD HAROLD, of Fonthill, Ont. Born at Welland, Ont.,
July 11, 1916; Educ: B.A.Sc, Univ. of Toronto, 1942; 1930-42 (summers) general
constrn. in summer months and 1942 to 1943, vice-pres. and gen. mgr., i/c field engrg.
and general field supervision of constrn. for the R. Timms Construction Ltd.; At
present Sub. Lieut, i/c naval constrn. party on west coast, R.C.N.V.R. (St. 1942).
References: R. F. Legget, D. S. Scrymgeour, J. Stirling, W. B. Redfern, Wm. Storrie.
THE ENGINEERING JOURNAL November, 1943
653
Industrial News
CERAMIC DUST COLLECTOR
Thermix Engineering Co., Greenwich,
Conn., have issued a folder describing and
illustrating a tubular dust collector made of
non-priority ceramic fire clay. No fixed model
is offered as units are assembled and con-
structed on the job from ceramic clay com-
ponents mounted in a concrete structure, and
design and specifications for which are sub-
mitted to best suit each local situation.
MANUFACTURING RIGHTS
An agreement was recently concluded be-
tween the Federal Machine & Welder Co.,
Warren, Ohio, and the Ferranti Electric Ltd.,
Toronto, Ont., whereby the latter company
will manufacture in Canada a complete line
of Federal resistance welding machines. The
equipment includes spot, flash, projection,
seam, and barrel welders, also uni-pulse spot
welders, embracing the condenser discharge
method for spot welding aluminum alloys in
aircraft fabrication. This equipment will be
sold and serviced as in the past by The Can-
adian Fairbanks-Morse Co. Ltd., through its
branches throughout Canada.
RECENT ANNOUNCEMENT
Announcement has been made that Bakélite
Corporation of Canada Ltd. has transferred
all of its assets and business to its affiliated
company, Carbide & Carbon Chemicals Ltd.,
which also is a wholly owned subsidiary of
Union Carbide & Carbon Corporation. The
business will be operated under the name of
Carbide & Carbon Chemicals Ltd., Bakélite
Division, and will continue to be operated
under the same management and personnel.
PAINT IN STICK FORM
The Markal Company, 6 E. Lake St.,
Chicago, 111., have recently issued a bulletin
describing the characteristics and uses of their
line of Markal paint sticks for marking various
surfaces of metal, lumber, glass, stone, cloth,
paper, etc., with a genuine permanent paint
mark which does away with the inconvenience
of the paint pot and brush where these are
not required for any other purpose other than
lettering, numbering or applying identifying
marks. Special paint sticks are available for
varying surface conditions, such as wet or
moist, oily or greasy, hot or cold. Samples are
offered to interested industrial officials.
LINK-BELT APPOINTMENTS
According to a recent announcement by
Link-Belt Limited, Mr. John Farley, vice-
president, and for the last eighteen years head
of the Montreal Office, has been appointed
general manager of all the company's opera-
tions at Toronto, El mira, Montreal, Swastika
and Vancouver, with headquarters in Toronto.
Mr. Lloyd Huber, heretofore chief engineer
at Montreal, succeeds Mr. Farley as manager
of the Montreal office. Mr. Huber has been a
member of the Montreal office since 1929.
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 is continuing its activity in
investigating the occurrences of the
strategic minerals of manganese,
tungsten and oil. It is also conduct-
ing field investigations with diamond
drilling on certain occurrences of
fluorite, iron-manganese, salt and
molybdenum.
THE DEPARTMENT OF MINES
HALIFAX
L. D. CURRIE A. E. CAMERON
Minister Deputy Minister
John Farley
J. Howard Morgan
NEW APPOINTMENT
Jenkins Bros. Limited recently announced
the appointment of Mr. J. Howard Morgan
as district sales executive for the province of
British Columbia. He will be located at, and
in charge of the company's warehouse and
branch at 1084 Homer St., Vancouver, B.C.
Previous to his recent appointment, Mr.
Morgan served on the sales staff of the com-
pany, covering the Maritime provinces, Que-
bec and Eastern Ontario. His record of service
totals thirty-one years with the Jenkins or-
ganization.
TURBOCHARGERS
Elliott Company, Jeannette, Pa., have
issued bulletin M-5, which is published for
the special information of companies and
services engaged in the manufacture or use
of four-cycle Diesel engines. The bulletin de-
scribes the Buchi system of turbocharging as
embodied in the "Elliott-Buchi Turbocharg-
er." This turbocharger is for application to
four-cycle engines above 250 b.h.p. for marine,
railroad and stationary service. Photos of
typical applications in well-known companies
and a cut-away view showing the internal
construction of a complete assembly, make
for complete understanding of the functions
and value of this equipment in the field of
Diesel power generation.
NEW PLANT
To augment their recently built oxygen
plant at Montreal the Wall Chemical Corpor-
ation Ltd. (division of the Liquid Carbonic
Corporation) have announced the completion
of a new plant to produce acetylene gas cus-
tomarily supplied in cylinders to the steel and
welding trades. The location of the new plant
is in the town of Ville LaSalle, P.Q. The new
unit is conveniently located to accommodate
the demand for acetylene in the metropolitan
area of Montreal, the province of Quebec and
that portion of Eastern Ontario adjacent to
the Ottawa valley. The most modern designs
have been incorporated into the new Wall
Chemical plant where all the latest devices
have been employed to provide the utmost
in safety in the manufacturing process.
CASH AWARDS
B. W. Deane & Company, Ltd., in co-opera-
tion with Metallizing Engineering Co. Inc.,
announce a new series of cash awards for
maintenance and production work done with
the metallizing process.
These new conservation awards will be pre-
sented for the most outstanding examples of
any metallizing work done in any industry.
They are offered for the best descriptions of
(a) maintenance jobs done inside or outside
the plant, (b) salvage of mis-machined or
other new, but imperfect parts, or (c) purely
production applications where metallizing is
an integral part of the actual manufacturing
setup.
First prize is $200.00, second prize $100.00.
and there are four prizes of $50.00 each and
four prizes of $25.00 each. In addition to these
prizes, which are offered by Metallizing Engi-
neering Co. Inc., B. W. Deane & Co. Ltd.,
will present $100.00 in Victory Bonds to any
Canadian entrant winning one of the standard
awards.
Complete information, together with sim-
plified rules and regulations, may be obtained
from the sponsors, Metallizing Engineering
Co. Inc., Long Island City 1, New York, or
from this company's Canadian distributors,
B. VY. Deane & Co. Ltd., Mclntyre Building,
Montreal, Que.
BOX-TYPE ELECTRIC FURNACES
Bulletin 2936A, 4 pages, issued by Canadian
General Electric Co. Ltd., Toronto, Ont., de-
scribes construction and operating features of
types of electric furnaces for heat-treating,
carburizing and annealing metals at tempera-
tures up to 1,850 deg. F. max. Ratings range
from 11 to 75 kw., capacities from 80 to 750
lbs. of steel per hour at 1,500 deg. F.
Lloyd Huber
654
ISovember, 1943 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 26
MONTREAL, DECEMBER 1943
NUMBER 12
"To facilitate the acquirement and interchange of professional knowledge
among its members, to promote their professional interests, to encourage
original research, to develop and maintain high standards in the engineering
profession and to enhance the usefulness of the profession to the public."
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIFI.n STREET - MONTREAL
CONTENTS
L. AUSTIN WRIGHT, m.b.i.c
Editor
LOUIS TRUDEL, m.b.i.c
Auittant Editor
N. E. D. SHEPPARD. m.b.i.c.
Adwertiring Managtr
PUBLICATION COMMITTEE
J. A. LALONDE, m.b.i.c, Chairman
R. DeL. FRENCH, M.B.I.C, V ice-Chairman
A. C. D. BLANCHARD, m.b.i.c.
H. F. FINNEMORE, m.b.i.c
T. J. LAFRENIÈRE, m.».i.c.
Price 50 cent» a copy, $3.00 a year: in Canada,
British Possessions, United States and Mexico.
$4.50 a year in Foreign Countries. To members
sad Affiliates, 25 cents a copy, $2.00 a year.
—Entered at the Post Office, Montreal, as
Second Class Matter.
THE INSTITUTE a* a body U not retpontibU
oither for the Btalementm made or for the
opinion» expretted in the following page*.
FASTEST BOMBER IN THE WORLD— THE MOSQUITO. Photo N.F.B. Cover
SOME DESIGN FEATURES OF THE MOSQUITO AEROPLANE . . 658
R. B. Mclntyre
ST. LAWRENCE RIVER CONTROL AND REMEDIAL DAMS—
SOULANGES SECTION 661
M. V. Sauer, M.E.I.C.
TRENDS IN INDUSTRIAL RELATIONS 671
J. C. Cameron
STEAM GENERATION FOR MARINE AND STATIONARY SERVICES
IN THE UNITED STATES, 1939-1943 673
E. G. Bailey
INTERNATIONAL ASPECTS OF POST-WAR PROBLEMS ... 676
W. A. Mackintosh
MANPOWER UTILIZATION IN THE UNITED STATES .... 678
Lawrence A. Appley
ABSTRACTS OF CURRENT LITERATURE 683
FROM MONTH TO MONTH 686
PERSONALS 697
Visitors to Headquarters 699
Obituaries 699
NEWS OF THE BRANCHES 700
LIBRARY NOTES 708
PRELIMINARY NOTICE .... 710
EMPLOYMENT SERVICE 711
INDUSTRIAL NEWS 712
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL - 1943
PRESIDENT
K. M. CAMERON, Ottawa, Ont.
tW. P BRERETON, Winnipeg, Man.
*H. CIMON, Quebec, Que.
*T. H. HOGG, Toronto, Ont.
tJ. E. ARMSTRONG, Montreal, Que.
tH. E. BRANDON, Toronto, Ont.
•S. G. COULTIS, Calgary, Alta.
•G. L. DICKSON, Moncton, N.B.
tE. V. GAGE, Montreal, Que.
•F. W. GRAY, Sydney, N.S.
*E. D. GRAY-DONALD, Quebec, Que.
•J. HAÏMES, Lethbridge, Alta.
tR. E. HEARTZ, Montreal, Que.
•W. G. HUNT, Montreal, Que.
•E. W. IZARD, Victoria, B.C.
• For 1943. t For 1943-44 t For 1943-44-45
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que.
VICE-PRESIDENTS
tL. F. GRANT, Kingston, Ont.
*J. L. LANG, Sault Ste. Marie, Ont.
PAST-PRESIDENTS
tC. J. MACKENZIE, Ottawa, Ont.
COUNCILLORS
tA. JACKSON, Kingston, Ont.
*J. R. KAYE, Halifax, N.S.
X3. A. LALONDE, Sorel, Que.
tA. M. MACGILLIVRAY, Saskatoon, Sask.
*N. MacNICOL, Toronto, Ont.
tN. B. MacROSTIE, Ottawa, Ont.
*T. A. McELHANNEY, Ottawa, Ont.
*A. W. F. McQUEEN, Niagara Falls, Ont
tG. E. MEDLAR, Windsor, Ont.
tJ. P. MOONEY, Saint John, N.B.
tE. NELSON, Edmonton, Alta.
TREASURER
C. V. CHRISTIE, Montreal, Que.
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tC. K. McLEOD, Montreal, Que
*G. G. MURDOCH, Saint John, N.B.
tC. R. YOUNG, Toronto, Ont.
tH. G. O'LEARY, Fort William, Ont.
♦A. E. PICKERING, Sault Ste. Marie. Ont.
♦G. MacL. PITTS, Montreal, Que.
*W. J. W. REID, Hamilton, Ont.
*J. W. SANGER, Winnipeg, Man.
tC. SCRYMGEOUR, Dartmouth, N.S.
*H. R. SILLS. Peterborough, Ont.
tJ. A. VANCE, Woodstock, Ont.
tH. J. WARD, Shawinigan Falls, Que.
tJ. W. WARD, Beauharnois, Que.
tC. E. WEBB, Vancouver, B.C.
ASSISTANT GENERAL SECRETARY
LOUIS TRUDEL, Montreal, Que.
FINANCE
C. K. McLEOD, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
C. V. CHRISTIE
G. A. GAHERTY
STANDING COMMITTEES
LEGISLATION
J. L. LANG, Chairman
R. L. DOBBIN
R. J. DURLEY
PAPERS
L. F. GRANT. Chairman
LIBRARY AND HOUSE
E. V. GAGE, Chairman
A. T. BONE
J. S. HEWSON
M. S. NELSON
G. V. RONEY
PUBLICATION
J. A. LALONDE, 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
W. H. POWELL, Chairman
H. V. ANDERSON
T. H. JENKINS
V. A. McKILLOP
E. O. TURNER
DUGGAN MEDAL AND PRIZE
J. M. FLEMING, Chairman
R. C. FLITTON
H. M. WHITE
PLUMMER MEDAL
O. W. ELLIS, Chairman
J. CAMERON
R. L. DOBBIN
R. E. GILMORE
L. E. WESTMAN
LEONARD MEDAL
A. E. CAMERON, Chairman
A. E. MaoRAE
F. V. SEIBERT
E. STANSFIELD
G. W. WADDINGTON
julian c. Smith medal
K. M. CAMERON, Chairman
C. J. MACKENZIE
C. R. YOUNG
membershd?
J. G. HALL, Chairman
S. R. FROST
N. MacNICOL
professional interests
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
J. E. ARMSTRONG
G. A. GAHERTY.
H. W. McKIEL
J. A. VANCE
SPECIAL COMMITTEES
STUDENTS' AND JUNIORS' PRIZES
Zone A (Western Provinces)
H. N. Ruttan Prize
W. P. BRERETON. Chairman
A. M. MACGILLIVRAY
C. E. WEBB
Zone B (Province of Ontario)
John Galbraith Price
L. F. GRANT, Chairman
H. E. BRANDON
N. B. MacROSTIE
Zone C (Province of Quebec)
Phelps Johnson Prise (English)
C. K. McLEOD, Chairman
R. E. HEARTZ
W. G. HUNT
Ernest Marceau Prize (French)
H. CIMON, Chairman
J. A. LALONDE
E. D. GRAY-DONALD
Zone D (Maritime Provinces)
Martin Murphy Prize
G. G. MURDOCH, Chairman
G. L. DICKSON
J. R. KAYE
INTERNATIONAL RELATIONS
M. J. McHENRY, Chairman
R. W. ANGUS
E. A. ALLCUT
A. E. BERRY
C. CAMSELL
J. B. CHALLIES
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
W. H. MUNRO
C. E. WEBB
C. R. YOUNG
THE YOUNG ENGINEER
H.F. BENNETT, Chairman R. DeL. FRENCH
J. BENOIT R. F. LEGGET
D. S. ELLIS A.E.MACDONALD
J. N. FINLAYSON H. W. McKIEL
POST-WAR PROBLEMS
656
W. C. MILLER, Chairman H. MASSUE
F. ALPORT
G. L. Mackenzie
J. S. BATES
D. A. R. McCANNEL
deGASPE BEAUBIEN
A. W. F. McQUEEN
A. L. CARRUTHERS
G. MacL. PITTS
J. M. FLEMING
P. M. SAUDER
E. R. JACOBSEN
D. C. TENNANT
G. R. LANGLEY
H. G. WELSFORD
December, li
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. Chairman
R. F. LEGGET
I. P. MACNAB
J. A. McCRORY
H. J. McEWEN
C. B. MUIR
W. H. MUNRO
J. A. A. PICHÊ
G. MacL. PITTS
C. J. PORTER
M. G. SAUNDERS
W. O. SCOTT
T. G. TYRER
H. K. WYMAN
P. E. ADAMS
J. N. ANDERSON
S. R. BANKS
H. F. BENNETT
W. D. BRACKEN
W. P. BRERETON
J. M. DAVIDSON
R. S. EADIE
E. V. GAGE
G. A. GAHERTY
R. J. GIBB
A. GRAY
J. GRIEVE
J. L. LANG
INDUSTRIAL REIATIONS
WILLS MACLACHLAN, Chairman
E. A. ALLCUT
D. BOYD S. M. GOSSAGE
J. P. BRIERLEY F. W. GRAY
J. C. CAMERON E. G. HEWSON
E. R. COMPLIN I. F. McRAE
J. A. COOTE A. M. REID
R. DUPUIS W. J. W. REID
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG. Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
A. G. FLEMING
W. G. C. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
C. J MACKENZIE
J. H. McKINNEY
R. M. SMITH
THE ENGINEERING JOURNAL
THE ENGINEERING INSTITUTE OF CANADA
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Chairman, G. G. HENDERSON
Vice-Chair., J. B. DOWLER
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H. L. JOHNSTON
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CALGARY
Chairman,
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J. G. MacGREGOR
F. A. BROWNIE
H. R. HAYES
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W. E. ROBINSON
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G. P. F. BOESE
H. J. McEWEN
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Executive, J. A. RUSSELL M. F. COSSITT
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J. W. JUDGE
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I. F. MORRISON
H. W. TYE
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D. C. V. DUFF
L. E. MITCHELL
P. A. LOVETT
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Executive, G. T. CLARKE
G. J. CURRIE
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J. W. MacDONALD
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STANLEY SHUPE
A. R. HANNAFORD
■Sec. Treat., W. E. BROWN,
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KINGSTON
Chairman, S. D. LASH
Vice-Chair., H. W. HARKNESS
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H. R. ROGERS F. A. ATHEY
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A. JACKSON K. M. WINSLOW
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Dept. of Civil Engineering,
Queen's University,
Kingston, Ont.
LAKEHEAD
Chairman, R. B. CHANDLER
Vice-Chair., S. T. McCAVOUR
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O. J. KOREEN
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E. A. KELLY
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E. J. DAVIES H. G. O'LEARY
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e/o C. D. Howe Co. Ltd.,
Port Arthur, Ont.
LETHBRIDGE
Chairman, J. M. DAVIDSON
Viee-Chair.,C. S. DONALDSON
Executive. A. G. DONALDSON G. S. BROWN
N. H. BRADLEY
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Sec-Treat., R. B. McKENZIE,
McKenzie Electric Ltd.,
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(Ex-Officio),
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MONCTON
Chairman,
T. L. McMANAMNA
R. S. CHARLES
H. F. BENNETT
W. C. MILLER
F. T. TAYLOR
F. C. BALL
V. A. McKILLOP
F. T. JULIAN
J. A. VANCE
H. G. STEAD,
60 Alexandra Street,
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J. A. GODFREY
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A. GORDON G. C. TORRENS
G. E. SMITH
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G. L. DICKSON
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Moncton, N.B.
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Vice-Chair., C. C. LINDSAY
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R. C. FLITTON
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K. G. CAMERON
G. H. MIDGLEY
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R. E. HEARTZ
W. G. HUNT
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G. MacL. PITTS
E. V. GAGE
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Executive, A. G. HERR
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G. F. VOLLMER
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J. W. BROOKS
G. MORRISON
D. S. SCRYMGEOUR
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a. w. f. McQueen
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OTTAWA
Chairman
Executive,
G. H. FERGUSON
W. H. G. FLAY
G. A. LINDSAY
R. YUILL
W. H. B. BEVAN
J. H. BYRNE
(Ex-Officio), T. A. McELHANNEY
K. M. CAMERON
N. B. MacROSTIE
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Dept. of Mines & Resources,
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PETERBOROUGH
Chairman, A. R. JONES
Executive, R. L. DOBBIN
A. L. MALBY
F. R. POPE
C. R. WHITTEMORE
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H. R. SILLS
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QUEBEC
Life Hon.
Chair.,
Chairman,
A. R. DÉCARY
RENÉ DUPUIS
Vice-Chair., E. D. GRAY-DONALD
Executive, S. PICARD G. ST-JACQUES
L. GAGNON "A. E. PARÉ
G. W. WADDINGTON Y. R. TASSÉ
(Ex-Officio), H. CIMON
R. B. McDUNNOUGH
P. MÉTHÉ
L. C. DUPUIS
Sec-Treat., PAUL VINCENT,
Colonization Department,
Room 333-A, Parliament Bldgs.,
Quebec, Que.
SAGUENAY
Chairman, CHAS. MILLER
Vice-Chair., Q. B. MOXON
Executive, J. FRISCH W. E. COOPER
F. T. BOUTILIER
(Ex-Officio), R. H. RIMMER J. W. WARD
ALEX. T. CAIRNCROSS
Sec-Treaty ALEX. T. CAIRNCROSS.
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SAINT JOHN
Chairman, A.
Vice-Chair., C.
Executive, G.
C.
(Ex-Officio), G.
J.
D.
G.
Sec-Treat., F.
O. WOLFF •
d. McAllister
M. BROWN
C. KIRBY
G. MURDOCH
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R. SMITH
W. GRIFFIN
A. PATRIQUEN,
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ST. MAURICE VALLEY
Chairman, J. H. FREGEAU
Vice-Chair., R. DORION
Executive, G. B. BAXTER
E. BUTLER
A. G. JACQUES
R. D. PACKARD M. EATON
E. T. BUCHANAN J. JOYAL
W. E. A. McLEISH H. G. TIMMIS
(Ex-Officio), VIGGO JEPSEN
H. J. WARD
Sec-Treat., DAVID E. ELLIS,
Shawinigan Water & Power
Company,
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Three Rivers, Qua.
SASKATCHEWAN
Chairman, A. M. MACGILLIVRAY
Vice-Chair., J. McD. PATTON
Executive, F. E. ESTLIN
E. K. PHILLIPS
J. I. STRONG
F. C. DEMPSEY
N. B. HUTCHEON
J. G. SCHAEFFER
R. A. SPENCER
(Ex-Officio), A. P. LINTON
Sec Treat., STEWART YOUNG,
P.O. Box 101, Regina, Sask.
SAULT STE.
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec Treat.,
MARIE
N. C. COWIE
A. M. WILSON
C. O. MADDOCK
C. R. MURDOCK
G. W. MacLEOD
K. G. ROSS
H. W. SUTCLIFFE
J. L. LANG
A. E. PICKERING
L. R. BROWN
O. A. EVANS,
159 Upton Road.
Sault Ste. Marie
TORONTO
Chairman, W
Vice-Chair., S.
Executive, F.
E.
C.
(Ex-Officio), H.
T.
N.
J.
Sec-Treat., S.
VANCOUVER
Chairman, T.
Vice-Chair., A
Executive, J.
E.
G.
(Ex-Officio), C.
W.
Sec.-Treas., P.
. H. M. LAUGHLIN
R. FROST
J. BLAIR
G. HEWSON
F. MORRISON
E. BRANDON
H. HOGG
MacNICOL
M. VAN WINCKLE
H. deJONG,
Dept. of Civil Engineering,
University of Toronto,
Toronto, Ont
R. F. LEGGET
A. H. HULL
E. A. CROSS
W. S. WILSON
C. R. YOUNG
V. BERRY
PEEBLES
P. FRASER
S. JONES
W. ALLAN
E. WEBB
N. KELLY
B. STROYAN,
2099 Beach Avenue,
Vancouver, B.C
F. H. BALLOU
R. C. PYBUS
J. A. TAMES
VICTORIA
Chairman,
Vice-Chair.,
Executive,
KENNETH REID
A. L. FORD
H. L. SHERWOOD
A. N. ANDERSON
F. C. GREEN
J. H. BLAKE
(Ex-Officio), E. W. IZARD
A. S. G. MUSGRAVE
Sec-Treat., R. BOWERING,
41 Gorge Road West,
Victoria, B.C.
WINNIPEG
Chairman, J. T. DYMENT
Vice-Chair., T. H. KIRBY
Executive, C. V. ANTENBRING
N. M. HALL
B. B. HOGARTH
R. H. ROBINSON
R. A. SARA
(Ex-Officio), W. P. BRERETON
J. W. SANGER
D. M. STEPHENS
Sec-Treat., T E. STOREY,
55 Princess Street,
Winnipeg, Man.
THE ENGINEERING JOURNAL December, 1943
657
SOME DESIGN FEATURES OF THE MOSQUITO AEROPLANE
R. B. McINTYRE
Project Engineer, The de Havilland Aircraft of Canada, Limited, Toronto, Ont.
A paper delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, at Toronto, Ont., on September 30th, 1943
The Mosquito aeroplane is, perhaps, the outstanding aero-
nautical achievement of this war. While the latest perform-
ance figures are still held secret, it may be told that it is
the fastest aircraft in operation in the world. The design
was not started until after the war began, so that it repre-
sents another world record — time from drawing board to
operations against the enemy: 22 months — and the proto-
type flight trials took place only eleven months after design
began.
The Mosquito is in service in several versions: as a day
and night bomber, a long range day and night fighter, as a
fighter-bomber and intruder. It has full fighter strength
factors, fighter manoeuvrability, light handling, with
straightforward flying and landing qualities.
The reason for this exceptional performance is not any
single new, revolutionary or "secret" device. It is simply the
result of long experience, excellent design and careful atten-
tion to details. Of course, from the North American point
of view, particular interest is aroused by the fact that its
whole basic load-carrying structure is made of wood.
Wood was chosen for several reasons:
(i) to get more quickly through design and prototype
stages and into production;
(ii) to use the long experience of the de Havilland Com-
pany in wood design;
to secure a structure with a high volume per pound
ratio — (this yields a "buckle-free" structure and one
which is less susceptible to damage from gun and
shrapnel fire),
(iv) to obtain a structure capable of easy and quick re-
pair;
(v) to employ a fresh labour group;
(vi) to tap new material supplies.
The latter reasons enabled the production to be widely
dispersed and sub-contracted; for example, in Great Britain,
the de Havilland Company has about 400 sub-contractors
making components, and here in Canada, a similar con-
dition obtains.
Principal Characteristics of Plane
The Mosquito is a mid-wing twin-engine monoplane, with
a span of 54 ft. and an over-all length of about 41 ft.
(iii)
The
Here are t\w> component fuselage pieces which joined together
make a complete fuselage proper. A lath strip, tongue and
groove fitting, and special adhesives hind them together so
neatly and firmly that the join is not only invisible, but as
strong as any part of the fuselage.
wing is continuous through the fuselage and is based on
two spars running from tip to tip. The wing is characterized
by a pronounced taper (3.2 to 1.0) and is aerodynamically
swept forward. It has a single fin and rudder, and in
side elevation this is noticeably tall. The machine is powered
with two Rolls-Royce Packard Merlin engines. This engine
is a 12-cylinder "V" type, liquid cooled. The coolant radi-
ators are housed in the forward portion of the inboard
wing, the cooling air being drawn from the leading edge
and ejected through a controlled exit in the wing under-
surface. This gives a very clean cooling arrangement, and
a virtually zero cooling drag at speed. The undercarriage
retracts aft and upwards into the engine nacelle and the
tail wheel also retracts, resulting in a very clean wetted
surface with a minimum of parasite drag. It will be noted
that the engine nacelles are perhaps unusually long. This
has been done to secure a greater directional stability than
would otherwise obtain with the use of the single fin.
The gross wing area of the Mosquito is 440 sq. ft., and
this wing operates at loadings between 40 to 50 lb. per sq. ft.
The landing speed is a trifle high at 130 m.p.h. and, in
order to reduce this, slotted flaps are incorporated which
reduce this figure to about 110 m.p.h. The stall, incidentally,
is not violent and the machine shows no tendency to drop
a wing suddenly ; a reasonable warning of the stall approach
can be felt. The ailerons are of the Frise type, and do not
cause the usual aileron troubles experienced on high speed
aircraft. Aileron control can be maintained right down to
the stall. There is no tendency toward aileron reversal at
the higher speeds, and while the controls naturally become
heavier in dive, they may still be operated successfully at
Mach numbers up to about 0.65.
It should be mentioned here that a great deal of develop-
ment work went into the flying control systems on the
Mosquito. Many full-scale flight tests were done on geomet-
rically similar aircraft in order to iron out as many snags
as possible before completing the prototype.
The control surfaces are all cable-operated, and variable
ratio gearing is secured by the use of elliptical sprockets
and pulleys. Troubles due to surface deformation on ele-
vators and ailerons have been overcome by the use of metal
skin coverings on these two control surfaces.
Use of Wood in Fuselage, Wings
and Control Systems
The wing, fuselage, tail plane, fin and flaps are fabricated
entirely in wood. The skins arc fully stressed throughout.
The fuselage, as usual, due to the depth available, carries
a relatively light skin stress so that the problems are those
of producing a "buckle-free" structure, and of satisfactorily
carrying stress around holes and cut-outs. It is for these
reasons that wood is particularly advantageous in the fuse-
lage construction, since due to its low density, greater thick-
nesses of material must be used to carry the given loads
than would be the case in a corresponding metal machine:
and since it is primarily the thickness which determines
the buckling load, the wooden structure can be made
buckle-free. In the case of the Mosquito, the thickness of
the fuselage shell was made even greater by dividing the
required plywood thickness in two, and separating these
skins by a core of balsa wood. The balsa is not a load-carry-
ing material, but simply a continuous supporting medium
for the stress-carrying skins. It must, however, be shear-
connected to these skins. Hence the Only requirements for
the core material are that it shall glue easily to the birch.
658
December, 1943 THE ENGINEERING JOURNAL
be light in weight, and not absorb excessive quantities of
moisture during the gluing operations.
Where it is necessary to strengthen the shell locally for
concentrated loads, or to stiffen the edges of cut-outs, this
is readily done by replacing the balsa at any given point
by spruce or moulded birch inserts, between the ply skins.
The total thickness of the fuselage shell is about % in.
and this is constant throughout.
The plywood used over the after (more heavily stressed)
section of the fuselage, is birch 3-ply, while that in the nose
section is 3-ply spruce. All plywood is phenolic bonded.
The structural weight of the finished fuselage is about
600 lb. which represents about V/2 per cent of the all-up
weight of the aircraft.
Loads, Construction Features, and Weights
All Mosquito models are designed to an ultimate factor
of 8.0 (C.P.F.*). The wing loading is between 40-50 lb. per
sq. ft. This calls for rather careful detail design treatment
of the wing structure, since the shearing, bending and tor-
sional loads must be resisted in a structure having a maxi-
mum depth of about 20 in. The design is such that the
shearing, bending and torsional resistances are provided by
the "spar box structure." This "box" is made up of the
front and rear spars, together with the top and bottom
flanges of each spar.
Complications are introduced on the bottom, or tension
side of this structure, by the fact that there are four re-
movable wing panels and an open wheel-well. The panels
are, of course, bolted home in such a way that they are
stress-connected to the adjacent spar and skin edges; but
across the wheel-well all the skin stresses must be fed into
the spars which are therefore strengthened locally to accept
these additional loads. The main spar flanges are spruce,
while the shear webs are 3-ply birch with face grain at 45
deg. to the longitudinal axes in the spars. The top and bot-
tom skins are also 3-ply birch, with the outboard sections
at 45 deg. to the long axis of the wing, and the inboard
sections having a span wise grain.
In order to provide a buckle-resistant compression skin
on the top side, a shell type of construction has again been
employed. This consists of Douglas fir stringers, glued be-
tween inner and outer }/i in. ply skins. This gives an over-all
top skin thickness of about 1% in. The stringers are con-
tinuous spanwise and Douglas fir has been used because of
its higher compression value. On the tension side, where
additional strength is required, especially at, and inboard
of, the engines — white ash is employed.
Woodscrews are employed throughout the entire struc-
ture, and all woodscrews are driven while the glue between
the joints is still wet.
The nose and trailing edge sections of the wing are rela-
tively light, the ply thickness being about }/g in., since these
structures are called upon simply to resist their own local loads.
Concentrated loads such as those arising from the engine,
undercarriage, radiator and fuel tanks are conducted into
the primary wing structure by metal fittings, bolted through
the ribs or spars. Where the bolt bearing stresses in the
timber may be excessive, special fabric-base Bakélite blocks
are glued to the timber under the fittings so that the attach-
ing bolts bear in the Bakélite blocks. Since the Bakélite
has a bearing strength of about 30,000 lb. per sq. in., this
enables fewer and smaller diameter attaching bolts to be
employed.
The total structure weight of the wing, not including fuel
tanks, engine mounts, or radiators is 2,200 lb. which repre-
sents about 10 per cent of the all-up weight of the aircraft.
For comparison purposes, it should be noted that the total
structure weight (wings, empennage, undercarriage, and fuse-
lage) totals about 4,500 lb. divided approximately as follows :
Wing 49.5%
Empennage 8 . 2%
Undercarriage 28 . 6%
Fuselage 13.7%
*Centre of pressure forward.
The total of 4,500 lb. represents about 21.5 per cent of
the all-up weight of the machine. The crew's gear, controls,
instruments, electrical and hydraulic gear, amount to about
1,300 lb. or 6 per cent of the all-up weight. The power
units complete account for about 5,700 lb., which is about
27 per cent.
An interesting figure, perhaps, is the weight of crew —
two men, which is just over 1% per cent of the all-up weight.
This may indicate why "so few can do so much."
Aerodynamic Data
The best way to indicate aerodynamic excellence is to
quote all-out level speed figures. The British Air Ministry
has ruled that such data shall not be quoted for the Mos-
quito. However, as a result of tests carried out on all types
of aircraft at the Aircraft and Armament Experimental
Establishment, Boscombe Down, England, the fact has
been established that the Mosquito is the fastest aeroplane
in operation in the world to-day. As a general indication of
the cruising performance of this machine, it may be said
that it is not unusual for aircraft to leave our aerodrome at
Downsview, and be landing at Dorval, near Montreal, with-
in 55 minutes.
While not being able to give speed figures, there are
other ways of showing the aerodynamic cleanness of this
aeroplane, and this data will, perhaps, be even more inter-
esting to those familiar with aerodynamic computations.
The Packard-built Rolls-Royce engines with two-speed
supercharger have a maximum power rating in high gear
of 1,120 b.h.p. at 3,000 r.p.m. at 18,500 ft. The Mosquito
actually develops its greatest all-out level speed at an alti-
tude of nearly 22,000 ft. This difference in height of 3,500 ft.
between flight and test-bench figures, is the result of ram
on the forward facing carburettor air intakes. Incidentally,
this shows how carefully the air intake scoop was designed
in order to recover almost all the dynamic head at the
maximum speed.
The equivalent flat plate drag area for the extra-to-wing
surfaces is approximately 5 sq. ft. and, of this, the two
nacelles account for about 50 per cent. On a total wetted
area basis, the theoretical turbulent skin friction coefficient
is about 0.0024, and the ratio of actual skin friction to
theoretical skin friction is 2.1. When it is remembered that
the de Havilland "Albatross," a commercial passenger-car-
rying aeroplane, and perhaps one of the cleanest yet built,
had a ratio of 1.9, it may be seen that the Mosquito, a
purely military aeroplane, is exceptionally free from parasite
drag and interferences. This accounts for its high perform-
ance with standard military engines.
People who have been close to the design side of the air-
craft industry know only too well how difficult it is to secure
such cleanness — it requires the most careful attention to
all details and a very firm control from the chief designer.
Naturally, the Mosquito, being fabricated in wood, is com-
Glued together the forms now make a complete fuselage.
THE ENGINEERING JOURNAL December,. 1943
659
Final assembly line. Mechanics install one of the powerful
Packard-built Rolls-Royce engines.
pletely free of all external rivet heads and small protuber-
ances, and, being a fabric covered machine, enables a reason-
ably thick coat of dope to be held which, when sanded
down, produces a very smooth wetted surface.
It is also interesting from an aerodynamic point of view
to note that the wing operates normally at Reynolds' num-
bers up to 30 million, and Mach numbers of 0.70 have been
attained.
With this sort of performance, the Mosquito has enabled
us to explore, from the practical side, new and interesting
regimes in the field of fluid motion.
Measurement Difficulties with Speeds
Near That of Sound
The sub-sonic region does not lend itself to complete
mathematical resolution, and facts which are now being
brought to light as a result of flight tests, made with the
Mosquito, are of immeasurable value in assisting in the
solution of problems associated with speeds approaching
that of sound.
One of the queer facts connected with the advent of
such speeds, is that we have discovered how difficult it is
to measure such speeds accurately. Much work has been
done since the war began in trying to develop methods which
will give speed figures accurate within guaranteed limits.
The Mosquito enables this study to be carried on, and such
methods to be developed. The main reason, of course, for
this difficulty, is the pressure changes which are encountered
in the flow pattern as the Mach numbers goes beyond about
0.6. Certain local regions of the aeroplane may, in fact, in-
duce shock waves in which the pressure changes are virtually
instantaneous. This means that our ordinary pitot-static
method for speed measurement is rendered completely in-
accurate, should either the pitot or static hole lie in a region
subject to such a flow.
Even in normal operations with aircraft such as the Mos-
quito, the static hole cannot be relied on too much to trans-
mit accurate pressures, and it is always desirable to do a
position error check on any given aeroplane at frequent
intervals.
Strangely enough, one of the most difficult figures to ob-
tain is the temperature of the air surrounding the machine
during flight. Due to the high speeds, adiabatic compression
takes place on the thermometer bulb or indicating unit. At
indicated speeds above 200 m.p.h. this is great enough to
register a higher temperature than that which is actually
present. When it is said that these corrections may some-
times amount to 10 or 15 deg. C. with an ordinary mercury
or alcohol thermometer placed normal to the flow, it will
be appreciated that the error is not small enough to neglect.
Reliability in Service, Ease of Repairs
It was mentioned previously that one of the reasons wood
was selected is its ability to withstand serious punishment
m service, especially from gun fire and shrapnel. This has
been borne out by operational experience, as some of the
reports from the European sector clearly indicate. Cases
are on record of machines having returned safely to England
with considerable portions of their structure shot away. In
one case, there was a huge hole in the side of the fuselage,
just aft of the wing. The only thing which the crew noticed
following the impact of the burst was merely a cold draught
in the cockpit. The aeroplane flew and handled normally.
Another case reports that the elevators were shot away,
removing that control completely, but the pilot was able
to bring his machine safely home, simply by manipulating
the throttles and flaps. Machines frequently return with
bullet holes through the spars and through the top and bot-
tom skins.
Wood also has the distinct advantage of making a clean
hole; so that the characteristic "flowering" of all-metal
structures does not take place. It is this "flowering" of the
metal machine which makes bullet-proofed tanks so
vulnerable, for the metal simply forms a funnel hold-
ing the sealing material away, and allowing the fuel to
run out.
Wood also, with its ability to absorb energy, transmits
less vibration from the power units, and at the same time
is able to withstand the heavy buffetting which the aeroplane
encounters while coming in through flak on a bomb run.
That the wooden structure should be easier to repair is
fairly obvious, since the repairs can be effected with standard
wood-working tools and with standard journeymen car-
penters. It is not easy to bend a wooden structure perma-
nently. The stresses will either crack the timber or it will
return to its normal position. For this reason it is seldom
necessary to return components to the factory for re-jigging,
since by suitable support of the structure on trestles and
jacks, spliced joints can be made in situ, yielding a perfectly
repaired component.
For all these reasons, and there are many more, the
Mosquito is well-liked in the services. We believe it is one
of the best, if not the best, aeroplane of its tj^pe in operation
to-day.
660
December, 1943 THE ENGINEERING JOURNAL
ST. LAWRENCE RIVER CONTROL AND REMEDIAL DAMS
-SOULANGES SECTION
M. V. SAUER, m.e.i. c.
Hydraulic Engineer and General Superintendent, Generating Stations, Montreal Light, Heat & Power Consolidated
Paper presented before the Montreal Branch of The Engineering Institute of Canada, on October 7th, 1943
In the past twenty years many exhaustive studies, both
economic and technical, have been made on the develop-
ment of the St. Lawrence river for power and navigation.
The control and regulation of water levels in the several
reaches has been a major feature of the technical investiga-
tions and the determination of the limits of such levels
after completion of the various proposed developments has
presented some unique hydraulic problems.
In the development of the Beauharnois power project
these problems were encountered, and it is the purpose of
this paper to describe the manner in which they were met,
to outline the basis under which the control structures have
been designed, to show some of the construction features
and methods adopted, and to discuss some of the operating
results.
Location of the Work
Figure 1 is a map of the St. Lawrence river between Lake
Ontario and Montreal, and shows the locations of the pro-
posed ultimate developments. The Soulanges section, as
referred to in the various reports of the International Boards
which have investigated the complete development of the
St. Lawrence river, comprises the 15-mile stretch between
Lake St. Francis and Lake St. Louis in which there is a
total drop of approximately 82 ft. This drop occurs in three
rapids with intervening pools of quiet water. The Coteau
rapids are at the outlet of Lake St. Francis and extend for
one mile with a drop of 20 ft. Following is a four^mile stretch
of quiet water to the head of Cedars rapids. The Cedars
rapids extend for two miles with a drop of 35 ft. There then
follows another pool of four miles, with the Cascades rapids
at the lower end discharging the water into Lake St. Louis.
Figure 2 shows the section from Lake St. Francis to Lake
St. Louis, in which are located all of the works described
herein.
Development of the Soulanges Section
The Beauharnois development utilizes the total head of
82 ft. available in the Soulanges section by means of a
canal by-passing the river between Lakes St. Francis and
St. Louis; the power house being located on the shore of
Lake St. Louis. The canal, 15 miles long and 3,300 ft. wide,
is so located that it can be enlarged by dredging as the de-
mands for power increase. At the present time the company
is utilizing a flow of 83,000 cu. ft. per sec, which is the
total diversion presently authorized by the Dominion and
Quebec governments. This diversion from the Soulanges
section has necessitated the construction of compensating
and control works at the outlet of Lake St. Francis to
maintain normal levels on that lake, and at the upper end
of Cedars rapids to compensate the Cedars power develop-
ment as well as the riparian interests along the river. The
works at the outlet of Lake St. Francis are known as "Coteau
Control Works" and at the head of the Cedars rapids as
"Ile Juillet Remedial Works."
The natural flow of the river fluctuates from a normal
minimum of 180,000 to a normal maximum of 360,000 cu. ft.
per sec, and the Government engineers have fixed an
amount of 392,000 cu. ft. per sec. as an extreme flood flow
that must be provided for in any works built in this section
of the river. The Coteau control works have been designed
to discharge this flood flow, less an amount of 53,000 cu. ft.
per sec (which at all times can be passed through the Beau-
harnois canal), and to maintain the water levels of Lake
St. Francis which would occur under the natural regimen
of the river. Their general plan is shown on Fig. 3.
The Cedars development, constructed during the period
from 1912 to 1924 by The Cedars Rapids Power and Manu-
facturing Company, utilizes the natural flow of the river
between Ile Aux Vaches and the north shore and operates
under a head of about 33 ft. Owing to the gradually increas-
ing Beauharnois diversions, the water levels at the entrance
to the Cedars canal were being lowered, and as a temporary
measure to compensate for withdrawals up to 53,000 cu. ft.
per sec. by Beauharnois, a temporary submerged weir of
rock-filled timber crib construction was built entirely across
the river a short distance downstream from the entrance
to the Cedars canal. This work was carried out during 1934.
When the authorized Beauharnois diversion was increased
to 83,000 cu. ft. per sec. in 1940, it became necessary to
provide a permanent regulating dam across the river near
this point, and during 1940 and 1941 the Ile Juillet remedial
works were constructed. These works, shown in Fig. 4, were
designed to dischargé 285,000 cu. ft. per sec, which, together
with 80,000 cu. ft. per sec. spillway capacity at Cedars and
53,000 cu. ft. per sec. at Beauharnois, provides a large factor
of safety during flood flows even with both plants shut down.
The hydraulic studies leading up to the design of these
works involved an analysis of the backwater curves in the
natural channels upstream from the structures, as well as
the discharge capacities of the dams, and the structural
LAKE ONTARIO and MONTREL
0 s » IS 20
1 ■ ■ '
SCALE >N TALE»
Fig. 1 — St. Lawrence river between Lake Ontario and Montreal.
THE ENGINEERING JOURNAL December, 1943
661
J>C*Lg in Miufit
SOULANCES SECTION
ST LAWRENCE «IVER
bEtUHARtWoEVElOPMBIl
Bv Chezv formula v= C
7'S
or
Q = A C
V
= c
I
H
If mean area (A), mean hydraulic radius (r), and co-
efficient (C) are constant, then:
or
Q_ /H_
Hx = H
Fig. 2 — Souianges Section of St. Lawrence river showing Beau-
harnois development.
designs. Prior to the start of construction of the Beauharnois
development, an Engineering Board consisting of Messrs.
R. S. Lea, m.e.i.c, T. H. Hogg, m.e.i.c, and S. S. Scovil,
M.E.i.c, was appointed by the Beauharnois Company to
make a study and report on the necessary control and reme-
dial works required in the river to compensate for the in-
tended diversions. Extensive measurements were made of
the natural distributions of flows through the different chan-
nels by stream gaugings, and water level-discharge relation-
ships were obtained for strategic points along the river. In
order to compute future water level-discharge relationships
under the various conditions that would exist after the
construction of the dams, 'slope-discharge' curves were de-
veloped from the natural water level-discharge relationships.
Since the whole hydraulic design of both the Coteau and
Ile Juillet dams is based on these 'slope-discharge' curves,
it may be of interest to explain the method in some detail.
Slope-discharge Curve Method for
Backwater Computations
This method of computing the backwater levels along
any river, caused by the construction and operation of a
dam, was developed by Mr. S. S. Scovil for the study and
design of control and remedial works in many developments
throughout the country. The method assumes that in con-
sidering a reach of the river between any two gauge points,
the mean area, mean hydraulic radius, and roughness factor
being constant for the same mid-point water level, these
elements can be eliminated from the calculations and a
simple relation between slope and discharge derived. (See
Fig. 5.)
where Q and H are respectively discharge and drop in water
level between two gauge points under natural conditions,
and 0X and Hx are the same for conditions after construc-
tion of the dam and having the same midpoint water level.
For any water level at the dam (controllable by the
number of sluice gates open) and for any discharge, the
water levels at the various gauges working up the river
can be computed by the above formula. Gauging points
were so located that the river was split up into reaches of
relatively uniform characteristics. Rather than computing
the water levels by formula (requiring trial and error steps)
from gauge to gauge and for each given combination of
conditions, much time was saved by plotting slope-discharge
curves for each successive pair of gauges and for the whole
range of conditions covered. From these curves the back-
water for any specific conditions was read directly, working
from gauge to gauge and going either upstream or down-
stream.
The basic data required for computing the slope-discharge
curves are the natural water level-discharge relationships
for the series of gauging points along the length of the river
under consideration. The records for plotting these natural
curves were obtained for a wide range of flows. The follow-
in» computations show the method of making up the slope-
discharge curves for the section of the river between gauge
R12 and gauge S10, the locations of which are shown on
Fig. 2. Figure 6 shows the slope-discharge curves for the
relationship between gauges S10 and R12.
For natural discharge 180,000 c.f.s.
W.L. at S10 131.2
W.L. at R12 127.0
therefore, natural drop 3.6ft.
and W.L. at mid-point between S10 and R12= 129.4
Vk Cj\ GRANDE ILE
V& \ (South Shore)
BEAUHARNOIS LIGHT HEAT «POWER. Ct
COTEAU CONTROL WORKS
Fig. 3 — Plan of Coteau control works.
662
December, 1943 THE ENGINEERING JOURNAL
The drop in W.L. for any other discharge having the
same mid-point W.L. is therefore:
Ht
3.6
Qx
{ 180,000 ,
By assuming a series of discharges from zero to 180,000
cu. ft. per sec. the corresponding drop (Hx) is obtained for
each discharge, and as the mid-point for the series is at El.
129.4 the actual levels at S10 and R12 are thus determined.
Similarly a like series is worked out for mid-points corre-
sponding to natural flows of 200,000 cu. ft, per sec, 220,000
cu. ft. per sec, etc., and the computed points of equal dis-
charge plotted and joined by curves.
Other slope-discharge curves were computed in a similar
manner for the relationships between pairs of key gauges
such as N12B and S10, Nil and N12B, etc.
Use of the Slope-discharge Curves
The use of the curves is simple and rapid. Starting with
a definite water level at any one gauge, the corresponding
water levels at the adjacent gauges upstream and down-
stream are read directly from the curves for the flow being
considered, and so on, from gauge to gauge.
For the design of the sluice capacity of the Coteau dams,
the slope-discharge curves were mainly used to determine
the water levels at the structures which would correspond
with the natural maximum high water level on Lake St.
Francis and with the flood discharge through the Coteau
rapids.
For the design of the sluice capacity of the Ile Juillet
dams, the curves were used to find the water levels at the
structures corresponding to natural high water level at the
foot of Coteau rapids, and at the entrance to the Cedars canal.
A considerable number of gauge records have been ob-
tained since the construction of the dams which verify the
accuracy of the slope-discharge method of backwater com-
putations. The results of two sets of these gauge readings
are presented herewith to show the comparison between
the computed and actual water levels.
Figures 7a and 7b show water surface profiles from He
Juillet upstream to the foot of Coteau rapids (Coteau du
Lac wharf and gauge) for total St. Lawrence river flows of
226,000 and 291,000 cu. ft. per sec. respectively. The total
flows out of Lake St, Francis on the dates shown were dis-
tributed as follows:
Nov. 12,
Date 1942
Total river flow 226,000
Beauharnois diversions 74,000
Misc. minor diversions • . . 7,000
Through Coteau dams 145,000
Cedars diversion 56,000
Through Ile Juillet dams 89,000
Gates open at Ile Juillet:
South dam 3
North dam None
May 30,
1943
(Sundav)
291,000
61,000
7,000
223,000
43,000
180,000
5
9
Placing steel crib in the south channel at Ile Juillet.
THE ENGINEERING JOURNAL December, 1943
BEAUHARNOIS LIGHT HEAT t. POWE1
ILE JUILLET
REMEDIAL WORKS
CRJAMDE ILE
Fig. 4 — Plan of Ile Juillet remedial works.
GAUGE 1
Mid- point
Gauge 2
Water surface slope
UNDER CONTROLLED CONDITIONS
for Discharge Q*
Water surface slope
under natural conditions
for Discharge Q
By CHEZY formula: v = Cvfrs = C\|r-^-
or Q = /W=AC\/r^Ç
If Mean area (A) , Mean hydraulic radius (r)
and Coefficient (C) are constant, then:
OR
Fig. 5 — Diagram for discharge between gauge points for deriva-
tion of "slope-discharge'" relationships.
On each figure there are profiles marked 1, 2, 3, and 4,
corresponding to various conditions, but all based on the
same total river flow and the same Cedars diversion.
It will be noted that in both cases the computed back-
water curve by the slope-discharge method is slightly higher
than the actual water profile, indicating that the computa-
tions have provided a slight factor of safety.
In regard to flood flow capacity of the Ile Juillet dams,
it will be noted that the restriction of the channel caused
663
Steel cribs all placed across south channel at Ile Juillet with
20,000 cu. ft. per sec. flowing through open cribs prior to filling
with rock.
by the structures with all gates open causes a rise in water
level at the head of Ile Juillet (gauge R12) of only 0.6 ft.,
as is evident from a comparison of profiles "2" and "3"
in Fig. 7b, which are for identical flows. For Gauge N12B
and upstream, the construction of the dams at Ile Juillet
causes practically no rise in water level when all sluice
gates are open.
' Design of Dam Structures
The structures at Coteau and Ile Juillet are all of similar
type, and the general features and design factors are essen-
tially the same in each dam. Dams 1, 2, and 3 at Coteau
and the South and North dams at Ile Juillet all consist of
mass concrete sluiceways with steel gates of the fixed roller
type operated by travelling gantries. In all, there arc five
concrete structures with a total of 58 steel sluice gates.
The flood flows to be passed down the Coteau and Cedars
rapids require sluiceway areas almost as large as the original
river channels. The sill elevations of the sluices in each of
the dams have been made to fit approximately the natural
river bottom rock elevations. The foundations were exca-
vated to sound rock and the concrete sills placed in mono-
lithic blocks for each pier, having the construction joints
located approximately midway between piers. Checks were
left in the sill slabs for keying to the piers. All pier concrete
was placed continuously in each form, and there are no
construction joints in the piers. A grout curtain wall was
provided along the upstream face of the sills by drilling
the rock foundations and forcing cement grout under pres-
sure into all openings and fissures. The solid nature of the
limestone rock was evident from the fact that only in few
cases was more grout required than would fill the drilled
holes. This was further confirmed by diamond drill explora-
tions. The abutments are of the gravity type with vertical
water faces and sloped backwalls provided with deep con-
crete keys to form water-tight joints between the approach
embankments and the abutments. A typical section through
the Ile Juillet south dam is shown in Fig. 8.
The structures have been designed for hydrostatic pres-
sure up to the maximum high water level assuming no
water on the downstream side of the dam; uplift on the
base varying from full head at the heel to zero at the toe;
and an ice pressure of 10,000 lb. per lin. ft. of dam. In con-
sidering overturning, the piers were designed to have the
resultant within the middle-third when carrying the total
pressures applied directly to the piers plus the pressure
transmitted from the adjoining gates. In considering sliding,
the pier and its sill slab have been figured as a unit with a
coefficient of friction between the concrete and the founda-
tion assumed as 0.50. Downstream from the gate sill beam
the sill slabs have been thoroughly drained to avoid any
possibility of full uplift under this portion of the slab. At
the Ile Juillet dams and at Coteau dam No. 3, a concrete
apron has been carried about 30 ft. downstream from the
edge of the sill slab to provide protection against erosion.
The only reinforcing in the piers consists of horizontal
bars sufficient to tie the whole pier together as a unit, con-
sidering the gate load to be applied to the pier at the down-
stream check; and shear reinforcing for the portion of con-
crete between the two guides to provide for the gate reac-
tion in its upstream position.
While the piers have been designed for an ice pressure of
10,000 lb. per lin. ft. against the piers and gates, the gates
themselves have been designed for an ice pressure of 6,000
lb. per lin. ft. of gate with the steel stressed to 18,000 lb.
per sq. in. As a matter of interest, one gate of Coteau Dam
No. 1 failed under ice load, and another gate in the same
dam was slightly buckled. No damage was caused to the
piers. This failure occurred during a spring break-up when
a very large sheet of heavy shore ice broke away from a
bay a short distance above the dam. Two groups of gates
were open at the time, with four gates closed between the
groups, and the ice sheet was large enough to overlap the
intermediate closed sluices so that the momentum of the
whole mass caused the ice to crush into two closed gates
with the result above mentioned.
All structures are designed with two sets of gate guides,
and all the gates in any one dam are interchangeable. Thus,
when the gate failed due to ice pressure and became jammed
between the piers, another gate was lowered into the up-
stream guides and it was possible to get at the damaged
gate and remove it. The damaged gate has since been re-
placed by a set of concrete stoplogs.
Each dam has one travelling gantry crane for handling
the gates as shown in Fig. 8. Consideration was given to
the provision of a second gantiy on some of the dams with
the larger numbers of gates, but it was thought that an
ample factor of safety was already provided by the number
of separate dams making up the whole works. Dual sources
of electric power supply each gantiy.
Coteau Control Works
These consist of four dams, of which numbers 1, 2, and 3,
designated respectively from the south shore, are sluice
structures. Dam 4, closing the small north channel, is a
rockfill dam with a gravel and clay blanket on the upstream
side. The sluices in Dams 1, 2, and 3 are all 42 ft. wide,
clear distance between faces of piers. In Dam 1, there are
20 sluices; 9 of the gates being 18 ft. high, and the other
135 1
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125 126 127 12ft 129 130 131 t32 133 134- 135 I3fr 137
WATER LEVEL - GAUGE S 10
Fig. 6 — Slope-discharge curves for the reach of river between
gauges R12 and S10.
664
December, 1943 THE ENGINEERING'JOURNAL
11 being 20 ft. high. The piers are 8 ft. wide. In Dam 2
there are 8 sluices, all gates being 16 ft. high and with piers
8 ft. in width. In Dam 3 there are 16 sluices, all gates being
26 ft. high with piers 9 ft. in width. In all cases the tops of
the gates are at elevation 154.0, or about 2 ft. above maxi-
mum high water level at the dam. Maximum high water
level on Lake St. Francis is almost 155.0, but for such
flood conditions all gates would be open in the dams.
The lengths of the piers are governed by the stability
requirements referred to previously, with certain modifica-
tions to provide for a future highway bridge. The gravity
section abutments have vertical faces on the water side,
and a slope of 7:12 on the back face. The approach em-
bankments were planned to have a 40-ft. top width with
3:1 slopes, and with the upstream and downstream portions
built of boulder clay and rock from the foundation exca-
vation, and with an impervious puddled core. The actual
widths as built were considerably larger in most cases on
account of the excess amount of excavated material to be
disposed of.
On account of the large area of Lake St. Francis and the
numbers and sizes of sluice gates in the structures, close
control of the water level of the lake can be maintained by
adjusting a few gates twice a day. Good control is facili-
tated by use of the flow records as obtained by the Dominion
Government at Iroquois (50 miles up the river), and fur-
nished daily to the company; and by knowledge of the an-
ticipated flow to be used by the plant. It has not been
necessary to operate with gates part open, as the individual
sluices have capacities under maximum head conditions
ranging from 6,000 cu. ft. per sec. for a small gate, to 12,000
cu. ft. per sec. for large gate.
Ile Juillet Remedial Works
The river at this point is divided into two channels by
Ile Juillet, and the works consist of the South and the
North dams as shown on Fig. 4. The South dam has five
50-ft. sluices with sill elevation 98.0, and the North dam
has nine 50-ft. sluices with sill elevation 104.8. The top of
the gates at each dam is at elevation 133.0. The piers for
both dams are 12 ft. wide. The abutments are of gravity
section with the same front and back slopes as at Coteau.
The approach embankments are similar to Coteau, being
40 ft. wide on top and with 3:1 slopes front and back.
This is the embankment section which was adopted b}r
the Joint Board of Engineers on the St. Lawrence Waterway
Project as a standard for all embankment works in the
St. Lawrence development.
The area of the four-mile stretch of river above Ile Juillet
is small in comparison with Lake St. Francis, and as there
are relatively few gates all of which are of large dimensions,
close control of the water levels is more difficult than at
Coteau and requires more frequent changes in the gate
openings. It is usually necessary to operate with one of the
gates partially open. Fortunately the necessity for close
regulation is much less critical, as there are no navigation
interests, and no international problem as in the case of
Steel crib cofferdam unwatered, showing typical river bottom.
Placing cribs across north channel at Ile Juillet.
Lake St. Francis. In the design of the equipment for these
structures, consideration was given to splitting the gates
into two sections which could be separated, when desired,
for the purpose of discharging the flow over a wide sluice
area of shallow depth instead of through a few deep sluices,
thus reducing the head variations for any changes in river
discharge. However, it was thought that during winter con-
ditions a flow through the top halves of a number of gates
would be more likely to damage the gates than if a few of
them were wide open. Mechanical features involved in de-
signing a split gate, and considerable operational problems
of connecting and disconnecting them, weighed in favour
of adopting a single gate with fixed rollers.
It may be desirable at some time to provide a set of half
gates of very simple design without rollers. Except in
times of flood flows, the half gates would be left in place
in the downstream set of guides. The roller gates would be
used for all operations, but there would be the advantage
of a large number of shallow sluices to carry the water rather
than a few deep ones. The Ile Juillet remedial works are
normally operated to maintain a water level of about 133
at the upper end of the pool.
Gates and Operating Equipment
The arrangement of gates and operating equipment is
essentially the same for each of the dams. The gates are
supported on holding dogs when in the open position, and
the clearances are arranged so that gates are completely
interchangeable between one sluice and another in the same
dam. Figure 8 shows the arrangement of gate and gantry
at Ile Juillet south dam.
There is one gantry crane for each dam. The type is
similar in all cases except for the range in size and capacity
to handle the various sizes of gates. The gantry travels
over the length of the dam on heavy section railway rails,
and the trolley travels across the gantry a sufficient distance
to place a gate in either guide. The gantries have been
designed for lifting the gates against full hydraulic pres-
sure allowing for the rolling friction factor. The structural
design has been based on carrying a gate with a transverse
wind of 30 lb. per sq. ft. on the exposed surface of gantry and
gate. The travel speed of the gantries is 100 ft. per min.
The hoisting speeds are 5 ft. per min. for Coteau and 4 ft.
per min. for Ile Juillet. The Ile Juillet gantries have a
rated capacity of 150 tons. The gantry for Coteau Dam
No. 3 has a rated capacity of 90 tons.
Provision has been made for heating all the gates elec-
trically but heaters have been installed in only 28 of the
58 gates. During the winter, the flow of the river is at its
minimum and operation of half of the total number of
gates is ample to meet all requirements. Heat is applied
both to the body of the gate and to the guides.
Discharge Coefficients
Since the structures have been completed and placed in
operation, various records of water levels and discharge
have been kept, one purpose of these records being to assem-
THE ENGINEERING JOURNAL December, 1943
665
North channel at Ile Juillet unwatered in one large cofferdam.
ble discharge data for all the combinations of gate openings.
Up to the present time, data are available for the Ile Juillet
sluices for a few flow conditions, and two cases are presented
herewith in summarized form. The flow through Ile Juillet
has not been obtained by direct metering, but has been de-
rived by using the Federal Government's rating curve for
the Soulanges section of the river and deducting the up-
stream diversions. The water levels used for rating these
sluices are gauge R12 at the head of Ile Juillet and the mean
water levels at the downstream corners of the two abut-
ments of each dam. Records are presented for the following
gate openings:
1. All gates open in both dams.
2. Four gates open in North dam — South dam closed.
Gates open
W.L.
at
R12
W.L.
Below dams
Head
Test South INorth
1. 5 9 118.^5
2. 0 4 131.c0
South North S N
125.85 126.15 2.4 2.1
122.20 0 0.1
Discharge
through
Dams
180,000
76,000
Coeff.
c
.91
.90
C is the coefficient of discharge where Q = A C */2gh
By using the water level at R12 there may be a small
friction loss in the approach channels, but for operating
purposes it is desirable to have one upstream gauge which
can be applied to both dams. For flows up to the point
where the tailwater level rises to 2/3 of the total depth on
the sill, the discharge of the sluices can be directly related
to gauge R12 alone.
Additional data will be accumulated on the Ile Juillet
sluices covering many other gate opening combinations for
the full range of water levels at R12.
Up to the present time no records are available for Coteau
as the final cofferdam closure at Dam 3 was made only
recently.
Winter Conditions on the River Above Ile Juillet
The conditions that have occurred along the river during
the past two winters since the construction of the dams at
Ile Juillet may be of interest. Before construction of the
remedial dams no ice cover formed on the reach above
Ile Juillet. An ice cover will form across the river when the
surface velocity is not much over one foot per second, and
will readily build back upstream even when the velocity
exceeds two feet per second. After construction of the dams,
and in order to hold the desired water levels at the entrance
to the Cedars canal, it was necessary to raise the water level
at R12 by nearly eight feet. This increase in depth, together
with the reduction in flow due to Beauharnois diversions,
was sufficient to lower the velocity to a point where an
ice cover formed across the river in the stretch between He
Juillet and the foot of Coteau rapids. The Coteau rapids
remain open all winter up to the outlet of Lake St. Francis,
a total length of open water of about two miles. The width
of this open channel averages 2,000 ft. It was evident that
frazil ice would be formed in this open water area, and
that it would build up under the ice cover downstream in
the form of hanging dams.
The estimate of the flood levels that would occur was
primarily based on the studies and conclusions made by
Mr. D. W. McLaehlan, m.e.i.c, as set out in the 1926
Report of the Joint Board of Engineers for the St. Lawrence
Waterway Project. Mr. McLaehlan gives the following as
observed results under natural conditions:
Frazil ice formed during the season — 15 to 16 cu. ft.
per sq. ft. of open water area.
Limiting velocity at which frazil ice will continue to
build up the ice mass under the ice cover — 4 ft. per
second.
River slope with frazil under the ice — 2 to 4 ft. per
mile.
With open water in the Coteau rapids area of approxi-
mately 20 million sq. ft., there should be produced about
320,000,000 cu. ft. of frazil ice. Based on the cross-sectional
area of the river and assuming a velocity of 4 ft. per second
under the ice for a flow of 120,000 cu. ft. per sec. it was
estimated that the total frazil formed would be stored in
the section between Coteau du Lac and gauge Nil, and
taking the slope of the water profile to be 4 ft. per mile
the maximum winter water level at Coteau du Lac would
be about elevation 139.0. The computed water levels using
the above data and the actual maximum water levels reached
during the winters of 1942 and 1943 are shown in Fig. 9.
The formation of the ice cover from Ile Juillet up to Coteau
du Lac extended over a period of about four days each
year. During that four-day period frazil packed under the
surface in the section from gauge N12B to gauge Nil, with
the result that the water surface profile in this portion of
the river is steeper than it would be with a smooth ice
cover.
There are many variable factors from winter to winter,
these being flow, temperature, wind, snow, and load con-
®@4®
145,000 CFS
83.0OO cfs'
Flow conditions as of Nov. 12,154-2 (Thursday)
ST Lawrence River
Beauharnois and misc. diversions
Throuch Coteau Control Works -
Cedars Diversion
Throuch Ile Juillet Rem'l Works -
North 0am - all cates closeo
South Dam - Three cates open
224..000 cfs.
81,000 -
145,000 - ■
56,000 -
83.000 .
L|22
©•Before Beauharnois Dev't
©-Without Ile Juillet Works
©-Actual on Nov. 12,1342
©-Computed by slope dischap.ce m^ihoo
WATER SURFACE PROFILES
ABOVE
ILE JUILLET DAM
LOW FLOW
Fig. 7a and 7b — Water surface profiles from Ile Juillet upstream
666
December. 1943 THE ENGINEERING JOURNAL
dirions, and evidently it is not possible to apply a definite
formula to the resultant rise in water levels. Mr. MeLach-
lan's conclusions, however, when used with judgment pro-
vide the best means available to-day for arriving at a prac-
tical result.
Features of Construction
The construction features of the various dams making
up this whole programme of remedial and control works
have provided some interesting problems, of which by far
the most important were those of the cofferdams. In most
dam construction work the cofferdams for unwatering the
river bottom present many and diverse difficulties. This is
particularly true for the St. Lawrence river where the or-
dinary minimum flows are greater than even the flood
flows of most other rivers. As the concrete structures are
not of great height and are essentially confined to the exist-
ing river channels, it is obvious that the cost of cofferdams
must represent a higher percentage of the total costs of
the structures than is usually the case. In the remedial and
control works here discussed the amount expended on cof-
ferdams has been about 25 per cent of the total construction
cost.
The other features of the construction work comprising
excavation in the river bed, concrete, approach embank-
ments, and erection of the gates and operating equipment,
did not present any new or unusual problems, and further
notes on construction will therefore deal mainly with the
cofferdams.
Cofferdams for Coteau Dam No. 1
The average maximum flow of the river during the year
when Dam No. 1 was built was approximately 240,000 cu.
ft. per sec, and after allowing for the diversions to the
power plants, the net flow through the Coteau rapids was
©(D*©
223lOOOcfs
Flow condition* as of Mat 30.1543 (sunoat)
ST Lawrence River 29 1,000 cfs
&EMJHARN0IS AND MISC DIVERSIONS 66,000 ■
Through Coteau Control Works - 223,000 ■•
Ceoars diversion 4Vooo ••
Throuch Ile Juillet Rem'l Works -180,000 ■
North 0am \ ,, , .„,,.,. -„_.,
Sooth 0am )"*"- wes open
©- Before Beauharnois Oev't
§- Without Ile Juillet Works
-Actual on Mat 30,1943.
- Computed by slope-discharge method
WATER SURFACE PROFILES
ABove
ILE JUILLET DAM
HEAVY FLOW
to Coteau du Lac for low flou and heavy flow respectively.
THE ENGINEERING JOURNAL December, 19i3
Piers and gates of South dam at Ile Juillet.
then 220,000 eu. ft. per sec. Channel No. 1 carried about 40
per cent of the flow, or almost 90,000 cu. ft. per sec. The
channel was 2,000 ft. wide with a maximum depth of 22 ft.
The cofferdams were built entirely of timber cribs using
8 by 8 in. B.C. fir. The job was constructed in two stages
with about three-quarters of the area enclosed in the first
cofferdam. After the first five piers and the south abutment
had been completed, the upstream and downstream coffer-
dams were connected to pier 5, and the sluices 1 to 5 opened
up to carry a part of the flow. The cofferdams were then
completed to Thorn island and the balance of the perma-
nent structure built inside them.
The design of the timber cribs for the cofferdam was based
on the following assumptions:
1. Full hydrostatic pressure against the upstream face.
2. Rock fill assumed to be 80 per cent of gross volume.
3. Weight of rock assumed at 100 lb. per cu. ft.
4. Weight of timber neglected.
5. Coefficient of friction of crib on river bottom as-
asumed at 0.40.
Cribs were built on shore with the lower course scribed
to fit the river bottom. The cribs were handled to position
and placed by a locomotive crane, and held in place during
sinking by lines from a scow anchored to the previously
constructed portion of the cofferdam. The maximum head
against the cribs during construction was 5 ft. and two 1-in.
steel wire ropes were adequate to hold them. The velocity
around the end of the cofferdam reached a maximum of
about 12 ft. per sec. The maximum load on the holding
cables was measured at 50,000 lb. The upstream and down-
stream cofferdams were built parallel to the axis of the
dam and spaced to give about 30 ft. of working space
above and below the limits of the concrete structure. The
cofferdams were removed by strutting the cribs to the sluice
structure and unloading them in the dry.
Cofferdams for Ile Juillet
The cofferdams for the south and north channels at Ile
Juillet as shown on Fig. 4 were the most difficult of all the
structures because of the depth and high velocities encoun-
tered. Their construction was begun in July, 1940, for the
purpose of restoring and improving the head conditions at
the Cedars plant as quickly as possible, and necessitated a
schedule of about 18 months for completion of both dams.
It was calculated that with the south channel closed and
with a flow of 150,000 cu. ft. per sec. all confined to the
north channel, there would be a head of nearly 10 ft. across
the cofferdam. This presented a difficult construction job
for closing the channel in one cofferdam. After a study of
various methods and layouts of cofferdams, it was decided
that rockfilled structural steel cribs would be the most satis-
factory. The basic advantage of the steel cribs is that all
the cribs can be placed across the channel with only suffic-
ient rockfill to anchor them in place, allowing the water to
flow through the structure and avoiding the formation of a
667
n'-o' ,_ r-f ,
12
w c »a-o à
t^N
SECTION OF EM6ANKMENT
4T
;■'
64-0"
SECTION OF DAM
TYPICAL SECTIONS
Fig. 8 — Typical dam sections (with gates and gantry at Ile Juillet)
head sufficient to scour the river bottom ahead of the work.
While the upstream cofferdam was being built, work followed
gradually on the downstream one, and the south channel
was successfully closed in one jump, which permitted the
uninterrupted construction of the permanent works. This
cofferdam was constructed during the summer of 1940, in a
period of two months, and the permanent works were com-
pleted ready for the removal of cofferdams by the middle
of January, 1941. The South dam was entirely opened up
by April, and the north cofferdam work started in March.
On account of starting the North dam early in the spring
and since the maximum water in the river was not likely
to occur before June, it was decided to do the work in two
stages, enclosing two of the sluices in the first part of the
cofferdam. The first stage cofferdam was built entirely of
timber cribs and, as soon as it had been completed, work
was pushed on the excavation and concrete inside it. Mean-
while the cofferdams for the second stage were extended
using the steel cribs removed from the south channel for
the upstream portion. The work progressed favorably, and
from observations and study of the rate of river discharge,
it was determined that the cofferdam could be completed
across the channel without waiting to open up the sluices
being built in stage 1. The balance of the permanent struc-
ture was therefore tied into the initital work in one large
cofferdam closing the whole north channel. Complete
records of head and discharge distribution were made during
the progress of the work, so that flooding damage due to
the progressive closing off of the channel could be avoided.
The cribs were erected on a platform at the south shore,
and a 30-ton derrick boat, Foundation Mersey, handled them
to position. The boat was anchored to a small island about
2,000 ft. upstream by a 2-in. wire rope, with tackle at the
boat end consisting of nine parts of %, in. wire rope. The
tackle permitted a variation of about 40 ft, in the length
of the holding line, so that the boat swinging on the arc of
a circle could place the cribs in a straight line. \l/2 in. holding
lines led from the boat to the crib. After the cribs were filled
they were sealed with steel sheet piling.
Cofferdams for Coteau Dam No. 3
The placing of timber cribs in deep fast water has always
been a major construction feature of cofferdam work, and
many methods have been developed, all of which require
substantial rigging for making the soundings for each crib
668
and for holding the crib itself while it is being
filled. For the construction of the Coteau coffer-
dams a deflector scheme was developed which
proved to be effective.
The "deflector," a substantially constructed
timber crib somewhat tapered in shape (as shown
in Fig. 10), sheeted on its inshore and upstream
faces, and anchored to a suitable deadman on
shore or to an adequate anchor crib, was arranged
to be moved along the upstream face of the cof-
ferdam as construction proceeded. The rigging was
designed for the maximum pressure encountered,
and after being once installed was simple to handle
and use. With the deflector at the outer end of the
work, the flow of water was diverted away from
the end of the completed section of the dam thus
providing a quiet area for sounding and placing
the next crib. Three advantages were gained by
this area of quiet water, namely :
1. The soundings for the next crib were
accurately and quickly made by a small crew of
men, working from a raft of the same size as the
crib. Xo heavy sounding rod or elaborate rigging
was necessary even in 25 to 30 ft. of water.
2. There was very little pressure against the
crib as it was being placed', and the holding lines
were simple.
3. As the water level in this area was that of
the downstream side of the cofferdam there was
5 to 6 ft, of crib-work above water, so that relatively
little additional weight was required to put the crib on
bottom.
Construction of Dam No. 1 at Coteau (1933), with piers of first
stage completed and five sluices in operation. Second stage
upstreami cofferdam almost completed.
Construction of Dam INo. 3 at Coteau (1943), showing first stage
completed and opened, the second cofferdam unwatered, and
the third section of the channel still flowing free.
December, 1943 THE ENGINEERING JOURNAL
The work on Coteau Dam No. 3, (see Fig. 3), was started
in the fall of 1941 with the object of constructing sufficient
of the upstream cofferdam to be able to hold Lake St.
Francis up to its normal elevation during minimum winter
flow conditions and with the full Beauharnois diversion of
83,000 cu. ft. per sec. Approximately half of the channel
was closed at this time, and as this timber crib cofferdam
would have to withstand the winter ice pressures and par-
ticularly the mass spring run-off of ice from Lake St.
Francis, it was necessary to make proper provisions to meet
these conditions. Fortunately the middle of the river channel
had a bare rock bottom, and there was no danger of scouring
from under the outer crib. The depth at the outer end of .
this first cofferdam was 30 ft., and the last crib was made
40 ft. wide with the upstream face sloped (two horizontal
to one vertical) from a point 4 ft. below the water level at
the upstream edge. This sloped upstream face was solidly
sheeted with 8 by 8 in. timbers and then covered with ^g in.
steel plates. Great quantities of ice went down the channel
during the winter and spring, but no serious damage was
done to the cofferdam, as the ice was able to slide easily
over the sloped outer cribs.
If the total flow of the river had been less than 220,000
cu. ft. per sec. during the construction period, the whole
channel could probably have been closed in a single stage
cofferdam. In an ordinary year, this might have been prac-
ticable, but it so happened that the completion of the dam
in 1943 came at a time of very high water in the St. Law-
rence river, with the peak outflow from Lake St. Francis
in May reaching almost 340,000 cu. ft. per sec, so that
what had been laid out in 1941 as a two-year, two-stage
job became a three-stage job.
Figure 11 shows the estimated levels of Lake St. Francis
corresponding to closures in one, two, and three stages of
cofferdam construction, and it will be noted that for the
heavy river discharge encountered in the season of 1943,
a single or two-stage arrangement for closing channel No. 3
would have raised the water above its natural regimen.
Closing the gap in the final stage of Coteau Dam No.
cofferdam.
©-Estimate fob 120,000 c.f.s. .based on:
(i) 0.75 so.. mile of open water -Coteau Rapids
(II) 15 CU.FT. FRA1IL PER SQ.FT. OF OPEN WATER
(III) 4.0 FT/SEC. VELOCITY UNDER FRAXIL
(IV) 4.0 FT/MILE SLOPE UNDER FRATIL.
(D- Winter 1942 (February)- 125,000 c.f.s.
(D- Winter 1545 (march) - 160,000 cf.s.
© - Open Water - 120,000 c.f.s.
Note: Flows referred to above
are past Coteau du Lac.
WATER SURFACE PROFILES
ABOVE
ILE JUILLET DAM
WINTER CONDITIONS
Ile Juillet South Dam completed (typical of all structures in
both works) .
Fig. 9 — Computed and actual water surface profiles above He
Juillet (winter conditions) .
Steel Crib Cofferdams
It was found that the use of open steel cribs on the He
Juillet cofferdams presented several advantages over the
ordinary timber type, some of which are as follows:
1. The large openings in the steel work permitted the
placing of all cribs across the channel and created a maxi-
mum head of only 3.2 ft. across the dam (south).
2. That head was insufficient to seriously scour the
river bottom ahead of the work, so that successive cribs
could be accurately fitted to the soundings.
3. The steelwork presented little obstruction to the
flow and consequently the pull on the holding lines was
moderate.
4. There was no buoyancy to be overcome, hence
sinking the cribs to place was a simple operation.
5. The large pockets made unloading easier (by means
of clam-shell buckets).
6. The same cribs could be used for both channels
with little changing except for re-scribing the timber
bottom.
7. After all cribs had been placed across the river,
closure was simply completed by building the rockfill up
in successive horizontal layers.
The design of the steel crib cofferdam covered two con-
ditions, first the construction stages, and secondly the final
rockfilled cofferdam. For construction conditions the design
was based on the following assumptions:
1. Differential head during placing and first stage of
rock fill— 5 ft.
2. Full hydrostatic pressure against the rockfilled por-
tion of the cribs, and against 50 per cent of the gross
area of the unfilled portions of the cribs.
THE ENGINEERING JOURNAL December, 1943
669
ANCHOR CQIB
RlCGiNC
UPSTREAM COFFERDAM LcRJB PLACED
IN QUIET WATER
SCHEMATIC LAYOUT
NORTH
SHORE
NOTE BE CoiEAU 0AM N?V
0e'L£C1OR AHO BlCCINC 0€&1CN£O fOft
5 FT. HtAD AND 10 FT DEPTH OR A lOTAV.
PRESSURE Of A60UT 160,000 POUNDS.
AnCMOO CRI& DESIGNED FOR PAv * 0 40 ,
Weight of ahchor crib about 725 Ton».
DEFLECTOR METHOD
FOR CONSTRUCTION OF
TIMBER CRIB COFFERDAM
Fig. 10 — Deflector method for construction of timber crib cof-
ferdams.
3. Weight of submerged rockfill assumed at 50 lb. per
cu. ft.
4. Sliding factor of not over 0.40.
5. Factor of safety against overturning — 1.50.
6. Diagonal bracing in the cribs designed for 10 ft.
differential head.
7. Subsequent rilling of the cribs in 5-ft. horizontal
layers.
For the stability of the completed cofferdam after it had
been unwatered, the following factors were set for the design :
1. Weight of rockfill— 90 lb. per cu. ft,
2. Sliding factor— 0.40.
3. Factor of safety against overturning — 3.0.
Removing Cofferdams
In all of the structures the sills of the sluices are at.
roughly the same elevation as the natural river bottom. It
was therefore necessary to provide for completely removing
the cofferdam cribs in front of and below the sluices. At
Coteau Dams Nos. 1 and 2 the cofferdams were located
close to and parallel with the structures. After the gates
had been placed in the finished sluiceways, the cofferdam
cribs were braced to the piers and gates with struts of suf-
ficient strength to permit complete unloading of the cribs
in the dry. Rock was loaded into skips and handled by
derricks to cars on the bridge. At Ile Juillet, part of the
cofferdams were unloaded by sheeting and sealing the back
faces of the cribs and pumping out inside the cribs. The
unloading was again done with skip boxes. The balance of
Ile Juillet and Coteau Dam No. 3 cofferdams were removed
by clamming out the rock under water, using several crawler
cranes equipped with clams. This last method has proved
to be the most satisfactory, with an average rate of exca-
vation of 6 cu. yd. per clam per hour being obtained.
Progressive Construction
The first dam (Coteau Dam No. 1) was built in the year
1933, and the others followed as the load on the Beau-
harnois plant and consequent diversion of water increased:
Coteau Dam No. 2 was built in 1934.
Ile Juillet South Dam in 1940.
Ile Juillet North Dam in 1941.
Coteau Dam No. 3 in 1942 and 1943.
In all cases the construction of the upstream cofferdam
governed the rate of progress of the dam work.
Personnel
The author, who had charge of the design and construc-
tion of the control and remedial works, was ably assisted
by L. H. Burpee, m.e.i.c, who also had a large part in the
preparation of this paper.
130 Î00 210 220 230 240 250 260 270 280 230 300 310 320
DISCHARGE in 1,000 C.F.S.
ST Lawrence Diver
0- Natural conditions
©• Channel *3 closed by
a single cofferdam
(d - two stage construction
@ - Three stage construction .
(as adopted)
Based on:
(0 Beauhabnois Diversion - 53 .OOOcfs.
(h) Channel *A closed
(in) All cates open in Dams M a 'Î.
STUDY OF
LAKE ST FRANCI5 WATER LEVELS
FOR CONSTRUCTION OF
COTEAU DAM N°3
Fig. 11 — Study of probable Lake St. Francis water levels result-
ing from various methods of closing Coteau channel No. 3.
At the time of the construction of Coteau Dam No. 1,
F. H. Cothran, m.e.i.c, was in complete charge of all the
Beauharnois work.
The actual construction of the Coteau Dams Nos. 2 and 3
was carried out by the Beauharnois Company's construction
staff, under the general supervision of B. K. Boulton,
m.e.i.c, with C. G. Kingsmill, m.e.i.c, as construction en-
gineer, and C. O. Whitman, m.e.i.c, as resident engineer.
The construction of the Ile Juillet dams was carried out
by the Foundation Company of Canada Limited, W. U.
Smick, general superintendent, in co-operation with the
Beauharnois Company engineers.
All of the gates and control equipment were manufactured
by the Dominion Bridge Company and their successful op-
eration under severe winter conditions is a tribute to the
soundness of their design and workmanship.
670
December, 1943 THE ENGINEERING JOURNAL
TRENDS IN INDUSTRIAL RELATIONS
J. C. CAMERON
Professor of Commerce and Head of the Industrial Relations Section, Queen's University, Kingston, Ont.
A luncheon address delivered at a joint meeting of The American Society of Mechanical Engineers
and The Engineering Institute of Canada, in Toronto, Ont., on October 2nd, 1943
In taking this opportunity to address an audience of
varied experience in handling industrial problems, my ob-
ject is not to make a pronouncement but rather to provide
a basis for discussion.
Examination of the literature which deals with labour in
industry shows that the terms "labour relations" and
"industrial relations" were not in common use in Canada
until comparatively recently. Employers have hired, fired
and trained labour; and there have been various manifes-
tations of industrial unrest, — indeed all the phenomena
that we include under the terms "labour relations" and
"industrial relations." Why, then, were these terms not
used earlier ? The explanation, I think, is to be found in the
different concept of the relationship of employers to em-
ployees that prevailed prior to the development of modern
personnel management.
We used to think and speak of The Labour Problem. We
used to speak about "capital" and "labour"; and the rela-
tions between the two were conceived as presenting a more
or less mechanical problem of removing friction between
two opposing forces. The problem then was to find a single
solution that would remove the differences between capital
and labour, and thus put an end to all forms of conflict.
Later, the idea of a single labour problem gave way to
the conception of a number of problems or evils, for each
of which separate, practical remedies were to be devised.
Further experience, however, revealed that what were evils
from one point of view appeared as remedies from another.
Thus strikes, boycotts, and picket lines might be regarded
as evils by the employer, but to the employees they are
remedies — means of improving labour conditions — while to
the community they might appear both as evils and as
means by which employees help themselves instead of
looking to the government to improve conditions for them.
Modern Concept of Personnel Management
The breaking up of the labour problem into separate
problems for specialized study represented an important
scientific advance. It was not however until industrial man-
agers began to look on labour problems, not as social evils
or abuses, but rather as problems in human engineering,
that the present conception of labour relationships began
to emerge. No longer do modern personnel managers look
upon labour problems as distinct social evils for each of
which a specific remedy is to be found.
Modern personnel management is concerned with con-
tractual human relationships which tend to get out of adjust-
ment and which need to be constantly managed, controlled,
revised, adjusted, adapted. Wage problems, problems of
hours of labour, unemployment, strikes, labour turnover,
and so forth, appear to personnel managers as difficulties
involved in securing a proper adjustment of the relations
between production managers, foremen, supervisors, and
wage earners: — difficulties for which no general remedies
are to be found, but which are likely to require different
methods of handling in different plants and industries. From
this has grown the larger conception that includes in the
labour relationship, not only the management and workers
within the employer's establishment, but also the stock-
holders, the labour movement, the community and the
government*.
Modern personnel management, therefore, is concerned
*An excellent discussion of these matters will be found in a lecture on
Personnel Management by Wm. M. Leiserson, which is contained in
Wertheiin Lectures on Industrial Relations 1928, (Harvard University
Press, 1929).
not only with employment and welfare management, but
also with economic and governmental problems for which
democratic forms of organization are necessary. The indus-
trial relations policy of a progressive concern not only in-
tegrates under centralized control the movement of the
personnel through employment policies and provides proper
working conditions through welfare or service policies, but
also makes provision for something like a bill of rights,
with a legislative organization to represent the employees
from all parts of the industrial establishment, and some
kind of judicial tribunal for the protection of the rights of
both workers and management against encroachment by
either party.
These developments promise for the first time to give us
the ethics of labour relations. The main difficulty in human
relations in industry has been that we have had no common
feeling of what is right and wrong. There has been no
common standard of justice by which we might be guided.
The collective labour agreements between trade unions and
employers represent, I suppose, steps towards the develop-
ment of an ethical code, and employee representation plans
also point in the same direction. I am convinced, however,
that these steps are not enough and that the time has come
when industrial leaders must give positive leadership in de-
veloping a code of ethics.
The general line of approach which seems most promising
is that each company should formulate its industrial rela-
tions policy and make it known to all its supervisors, its
employees, and to the community. I shall not attempt to
prescribe a general formula that will meet everyone's needs,
but I venture to submit for your consideration the following
outline of what I consider to be the fundamentals of a sound
industrial relations policy for a typical manufacturing
enterprise.
The Industrial Relations Policy of the
"X" Manufacturing Company
We, the Board of Directors of the "X" Manufacturing
Company, have, through our incorporation under the
laws of this country, secured the right to do business here
and to demand the protection and the privileges which
the law affords. We admit that in return for this protection
and for these privileges, this community can exact from us
obedience to its laws. However, we believe that our obli-
gations to society are greater than mere obedience of this
sort can discharge. The law imposes on us only the mini-
mum requirements of good citizenship. It is designed to
exact from the unwilling all they will grudgingly give.
We are convinced, therefore, that as conscientious and
enlightened participants in the life of this community we
must assume obligations far greater than the law re-
quires. .
We are particularly concerned here with setting forth
those obligations which arise out of our association with
labour. In this way we hope to clarify our position for the
benefit of our entire personnel — manual workers, super-
visors, managers and operating executives, and for the
community at large.
We see the law in this matter clearly. It requires us to
pay wages at certain minimum rates, to provide accident
protection and compensation for injury, to maintain de-
cent surroundings for our working force. To determine
the inadequacies of these minimum requirements it is
necessary for us to describe the nature of our relationship
with labour as we see it. In so doing, we bear in mind
that our view is not a rigid one. We will change it as we
THE ENGINEERING JOURNAL December, 1943
671
come through observation, reflection and discussion to
understand the situation more fully. This is a fundamental
characteristic of employer-employee relationships as we
now see them.
Our approach to this problem must rest primarily on the
fact that people, even in this machine age, have a large
place in industry, and that, as human beings, they are
distinctly different, in kind, from the machines with which
they are necessarily associated. It is true that the people
in industry are not a homogeneous body. They may be
classified in various ways — men and women — skilled and
unskilled — supervisors and wage earners — management
and workers — employers and employees. Regardless of
the scheme of classification, their interests point in the
same direction, the success of the undertaking. The idea
that there is a necessary and a deep-rooted antagonism
among them is fallacious and untenable. Actually we have
to consider the relationships between groups of human
beings who are working together in the same enterprise
in a democratic system.
It follows that, where satisfactory relationships exist,
co-operation dominates the attitudes of the employer and
the employee groups to each other. The two groups come
together, in good faith, for discussion and consultation,
to deal with those problems affecting their welfare and
the success of the undertaking.
If employees are to meet employers effectively, they
must do so, because of their numbers, through their duly
chosen representatives. Thus some form of employee
organization, democratically constituted, law-abiding
and co-operative, is essential to successful relationships.
Harmonious relationships between employers and em-
ployees cannot last unless both groups receive remunera-
tions which are just and equitable in the light of the
situation in which they operate. The ideal basis of reward
is payment in proportion to the contribution to the
undertaking.
Both employer and employee will expect to get more
out of the undertaking than large profits and high wages.
They will expect to enjoy the satisfaction that comes with
work well done ; the sense of comradeship that comes with
participation with others in common tasks; the protection
that the group can give its members against economic
distress arising from injury, illness and old age.
Good industrial relationships will not develop spontan-
eously in a plant. Some group must assume the leadership
and undertake to direct and to educate both employer and
employee in these matters. It is proper that the Board of
Directors assume this responsibility, bearing in mind that
it guides and directs a body of opinion and that it has no
place as a dictator in a situation where democratic principles
hold sway.
In this situation we are led to adopt a definite policy that
will govern our participation in employer-employee rela-
tionships, a policy which we will carry out in such a way
that every supervisor, every manager, and every operating
executive will feel that he has a part to play in establishing
and maintaining proper industrial relations, and to which
we will insist that each adhere scrupulously.
1. It will be our practice to provide our employees with
"fair" wages, promptly and regularly paid for "reasonable"
hours of work. We will provide "good" working conditions,
careful supervision, as stable employment as business wili
permit and every opportunity for advancement on merit.
2. We will allow no discrimination against an employee
on account of race, nationality, religious or political affilia-
tions or membership or non-membership in a lawful labour
organization.
3. We will encourage our employees to take an interest
in the business and in management problems by offering
rewards for constructive suggestions.
4. We will deal and negotiate in good faith with the lawful
organization that represents our employees.
5. In co-operation with our employees we will institute
such plans for employee security as the prosperity of the
business permits.
B.
We cannot fulfil our obligations to our employees unless
they, for their part, recognize and fulfil certain obligations
to us.
1. We will expect them to demonstrate their loyalty to
the business by supporting the management in its efforts
to maintain, improve and expand the business.
2. We expect them to co-operate with fellow workers and
with the management, through the regular channels, for
discussion and solution of the problems that arise in the
course of our operations.
3. They ought to treat as confidential all information re-
garding our business and ought to carefully avoid passing
on to competitors anything that might be injurious to us.
4. They ought to give good workmanship and careful
attention to the job in hand.
5. They must obey promptly all reasonable rules and
orders, including those regarding punctual and regular at-
tendance, sobriety, restriction of smoking, safety practices,
good housekeeping and personal cleanliness.
C.
We will bargain collectively with our employees, if they
desire it, through the lawful agency which represents them.
We will negotiate with them in good faith, doing our utmost
to arrive at a collective labour agreement — an agreement
which will set out as clearly as possible the duties, respon-
sibilities, rights, privileges, and immunities of both parties.
We believe that the agreement, to be effective, should
cover certain important questions.
1. It should explicitly indicate the bargaining agency and
it should define the extent of its recognition.
2. It should guarantee the rights of management to
operate the business safely and efficiently and to direct and
discipline the working force.
3. It should give the employees the right to appeal to
management if they believe that the rights of management
have been unjustly exercised.
4. It should provide machinery for the discussion and
the solution of problems and for the settlement of grievances
arising out of the agreement.
5. It should make provision that, if the parties fail to
arrive at a mutually satisfactory decision on any matter
arising out of the agreement, it should be referred to a
board of arbitration whose decisions should be final and
binding on both parties.
6. Both parties should agree to accept the existing scale
of wages direct and indirect, subject to such modifications or
changes as are allowed or ordered by the national or regional
war labour board.
7. The regular hours of work and the rates of pay for
overtime on regular working days as well as on Sundays
and legal holidays should be set out.
8. There should be a provision for vacations with pay
for hourly workers, but the granting of such vacations
should be dependent upon regular attendance.
9. It should be agreed that in case of lay-offs, transfers,
rehirings or promotions, competence shall be the governing
factor, but that seniority shall be given due consideration.
It should be clearly understood that the management is
the sole judge of the competence of the employees. The
seniority of all employees who have gone into the armed
forces should be preserved and protected.
10. There should be a guarantee that members of the
bargaining agency shall be free to discharge their duties to
that agency without fear that their relations with the com-
pany will be affected in any way. (It should be understood,
however, that the bargaining agency's business must be
done in working hours or on the company's premises only
to the extent specifically allowed in the agreement).
672
December, 1943 THE ENGINEERING JOURNAL
11. There should be a provision under which the com-
pany guarantees to protect, by every reasonable means,
the safety and health of its employees during the hours of
their employment. The extent to which the company pro-
vides personal necessities, such as hard hats, hard-toed
shoes, gloves, overalls, rubber aprons, rubber boots, etc.,
should be clearly defined.
12. It should be agreed that so long as the agreement re-
mains in force and the parties are living up to their promises,
there shall be no lockout by the company, nor shall there
be any strike, slow-down, sit-down, or suspension of work,
either complete of partial, by employees.
13. The agreement should be for a reasonably long period
of time, for its object is to maintain as well as to establish
industrial peace.
D.
It will be our policy to protect the interests of all lawful
bargaining agencies and to oppose the efforts of any group
which, by subterfuge, misrepresentation, coercion or other
objectionable methods is seeking to strengthen itself at the
expense of any other lawful bargaining agency or group of
employees.
However, we do not consider it in the best interests of
the business to deal with more than one collective bargain-
ing agency in a single establishment, unless the interests of
others are so divergent as to require separate treatment.
When we have bargained in good faith and have entered
into an agreement with a collective bargaining agency, and
when there is no question about our willingness to live up
to the terms, we think it is highly improper that we should
be punished for the alleged sins of some other employer by
means of a sympathetic strike of our employees. We there-
fore favour legislation under which a collective bargaining
agency will be deprived of its bargaining rights for a period
of at least one year when an appropriate judicial body has
convicted it of authorizing, promoting or encouraging a
sympathetic strike.
Conclusion
In conclusion, I suggest that in handling industrial prob-
lems it is part of your job to study trends in social thinking,
noting both the direction and rate of growth, so that you
may apprise your directors of the significance of the trends
and suggest what steps should be taken in matters of indus-
trial leadership. It was only recently that many of you began
to interest yourselves in industrial relations.
Many of you have recently negotiated your first collective
labour agreement. Some of you emerged from the negotia-
tions with weak hearts, others with ulcerated stomachs, and
others with a richer experience and a highly developed sense
of humour. I think it is fair to say that your condition de-
pended on your state of preparedness.
In the years that lie ahead will you pioneer a new order
of human relationships or will you be content to make your
policy from day to day as necessity demands ? I hope that
you will adopt the former course and, as a first step, I sug-
gest that you write out for your own guidance, if for no
other reason, the code of ethics which you think should
be adopted.
STEAM GENERATION FOR MARINE AND STATIONARY
SERVICE IN THE UNITED STATES, 1939-1943
E. G. BAILEY
Vice-President, Babcock & Wilcox Company, New York, N.Y.,
Paper delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, Ont., on September 30th, 1943
Steam generating plants, on both land and sea, are fur-
nishing power satisfactorily for the production of munitions,
equipment, and supplies as well as for their transportation
■ — and also for the movement of fighting ships themselves
— without the need for any new special designs or major
changes in existing types of boiler units. This does not mean
that we are using old out-of-date equipment; new and ad-
vanced designs of all types of boilers now being used have
been largely developed since the early thirties. Fortunately,
they were developed far enough in advance of the present
emergency to have been thoroughly tested and proved.
The shortage of steel and other critical material has
greatly restricted the extension of many electric utility
systems and many industrial plants have been forced to
continue with what they had or bring back into use many
boilers built fifteen to thirty years ago. This has required
that practically all steam-generating units be operated at
higher load and use factors than ever before.
This high-duty service is furnishing an opportunity to
determine any shortcomings or limitations that might exist
as well as the features of reliability, all of which are valuable
guides in evaluating the best designs for the future, when
new plants will be built after the war.
Some points of pre-war development that have proved
to be of important significance, and which apply to both
stationary and marine use are summarized as follows:
Welded Drums. As far back as 1930 the United States
Navy approved the use of fusion-welded boiler drums. The
A.S.M.E. Code approved fusion-welded drums for station-
ary boilers in 1931. This technique has been developed and
proved to be satisfactory. The use of welded boiler drums
has been a very important factor in connection with higher
steam pressures and in the saving of steel.
Steam Separation. Wet steam has always been a problem
in boiler design and operation. When superheaters were
first put into general use, they usually evaporated the mois-
ture which came over from the boiler, with the result that
dry dust from the solids in the moisture, which we now
speak of as "carry over," were left in the steam. These
solids or carry over remaining in the superheated steam in
some forms and in some cases cause deposits on turbine
blading. Great improvements in the methods of separation
of water from steam are now widely used in stationary and
marine boilers with good results which are little short of
absolute perfection.
Water Walls for Furnaces. While many types of boilers
such as the Scotch marine, the locomotive, and even many
of the early water-tube boilers had water-cooled furnaces,
there was a period during which the furnaces were largely
of refractory-wall construction. For better combustion, fur-
naces were enlarged until refractory trouble brought about
a change toward water-cooled furnaces. During the last
twenty years, there has been a steady and permanent in-
crease in the amount and suitability of water-cooling con-
struction for furnaces burning all kinds of fuel. Water walls
are extensively and satisfactorily used in stationary and
marine service; in this latter, they have resulted in marked
savings in weight and space for a given steam output.
Feedwater Treatment. Continued high rating has been
made possible by many factors, among which is the im-
THE ENGINEERING JOURNAL December. 1943
673
portant problem of keeping boilers free, or more nearly free,
from scale and dirt through chemical treatment of feed-
water. Better condensers and deaeration of feedwater should
also be mentioned.
Chemical Cleaning. In both stationary and marine plants,
many boilers, economizers, and water walls are now cleaned
entirely or in part by acid. An inhibitor, which does not re-
duce the effectiveness of the acid in removing scale and
sludge, is used to prevent action on the metal.
Fuel Burning. Important progress has been made in
equipment and methods for burning oil in stationary and
marine boiler furnaces, with special emphasis placed on
the leadership of the United States Navy.
Coal burning made great strides in the decade preceding
the war, especially in pulverized fuel in the larger industrial
and central-station units. The spreader type of stoker has
won a position of importance in smaller land boilers and
also in coal-burning marine boilers.
Meters and Automatic Combustion Control. Boilers are be-
ing operated at higher rates and with better efficiency than
they could possibly have been without the almost universal
use of meters and automatic control of feedwater and com-
bustion conditions. Superheat control might also be in-
cluded here. Boiler and furnace designs have been developed
to bring about uniform steam temperatures by hand control
or automatic means.
Stationary Boilers
In the stationary field, many of the new boilers supplied
since this war began have been exact duplicates of, or similar
to, units already designed and in operation. This is in con-
trast to the changes and developments that have been the
general practice, especially in the utility field, during the
past twenty years.
Under war conditions it has been necessary to obtain
delivery as quickly as possible. By duplication of units,
drawings and bills of material from other jobs were ready
to permit the immediate placing of orders for steel.
The principal exception to this has been in connection
with the synthetic-rubber programme which became active
in April, 1942. At first the programme was for 15,000,000
to 20,000,000 pounds of steam per hour, with steam pres-
sures from 350 up to 900 lb. per sq. in. for different jobs,
and steam temperatures not over 700 to 750 deg. F., using
as high as 90 per cent make-up water. Plants were to be
located throughout the country with varying conditions of
feedwater and fuel; the latter ranging from low-grade coal
to oil or gas.
The critical situation of steel supply was becoming appar-
ent to those in charge of this programme, and it was sug-
gested that boilers of the forced-circulation type be used
as a means of saving steel. After a thorough discussion of
the problem, it was found that the saving in weight of steel
was about 11 per cent of the boiler unit itself. The actual
experience with forced-circulation boilers abroad were
known to have been under different conditions than those
to be faced here, so it was considered best to install prac-
tically all boilers for this programme of proven types of
natural-circulation design, with special consideration being
given to the adverse water conditions. The equipment ac-
tually purchased has a total capacity of 13,080,000 pounds
of steam per hour and includes only one boiler of the forced-
circulation type, and this has a capacity of 350,000 pounds
per hour.
There were three other developments in connection with
steel supply that might be mentioned. First, on June 19,
1942, the A.S.M.E. Boiler Code Committee sanctioned the
use of a somewhat lower factor of safety for welded-steel
boiler drums and seamless-steel tubes, but with improve-
ments in design. Although many of the boilers on order
had to be built before it was possible to take advantage of
this weight saving, later jobs were built to comply with
this easement. While the saving in steel was not large on
the entire rubber programme, it amounted to a considerable
saving in all boilers installed for all purposes because prac-
tically all stationary water-tube boilers built since that date
have been constructed to comply with this easement.
The second development was the almost universal use of
large two-drum boilers instead of the three-drum and four-
drum type which previously had been generally used for
medium- and low-pressure service and in plants using rela-
tively poor feedwater. The two-drum boiler came into gen-
eral use for smaller sizes in the industrial field during the
thirties. It was only necessary to extend this general type
of design to the larger capacities, and boilers of this design
were supplied for many of the synthetic-rubber plants. These
designs were only possible because of the recent develop-
ments in steam and water separation in boiler drums, pre-
viously mentioned.
The third factor was the design of low-head bottom-sup-
ported boilers of large capacities, in many cases for outdoor
installation, which were adopted primarily in the interest
of saving structural and building steel.
In some processes for the manufacture of butadiene,
steam at about 25 lb. per sq. in. is heated to 1,400 deg. F.
Several different designs of superheaters have been devel-
oped, some using 6-inch O.D. tubes with about 3^-inch wall,
subjected to direct radiant heat of moderately low-tempera-
ture gas burners, and others using 2-inch O.D. tubes about
0.2-inch thick and subjected only to gas having a tempera-
ture of less than 2,000 deg. F. Most, if not all, of these
superheaters used tubes and headers of 18-8 chrome-nickel
alloy. These units are only now being placed into service
and results from their operation will be an interesting con-
tribution to our engineering knowledge.
The shortage of certain critical materials has, in some
cases, led to changed designs of superheaters and super-
heater supports to minimize the content of chrome or nickel
in alloys used.
Many heating plants have been built throughout the
country at cantonments and ordnance plants. In the begin-
ning of the defense programme, some of these plants were
over-engineered as to number, size, and type of equipment,
and many of them that should have been suitable for burn-
ing coal were designed for oil fuel.
Many industrial plants have converted from oil to coal.
Engineers who were foresighted enough to have selected
boiler units suitable for burning either oil or pulverized coal
had little difficulty in making the change promptly and
effectively.
Engineers who had made no provision for coal when their
boiler units were originally installed encountered consider-
able extra expense for conversion and often had to be satis-
fied with a reduced steam output with coal firing.
In making conversions from oil to coal, many plants
installed small stokers, and some hand-fired equipment. For
the larger units, pulverized coal was usually adopted as fuel.
To adapt pulverized coal to small furnaces, either under
steam boilers or metallurgical furnaces, a circulating system
has been developed in which a single direct-fired pulverizer
supplies several furnaces, each taking its fuel supply from
a fuel and air pipe much the same as gas is taken from a
header.
Marine Boilers
This war has definitely proved the wisdom and foresight
of the officers of the United States Navy who were in charge
of the Bureau of Engineering later the Bureau of Ships,
over the last ten or twelve years.
We are fighting this war with a Navy powered with water-
tube boilers and geared steam turbines operating at 600 lb.
per sq. in. and 850 deg. F., having ample power for high
speeds, great manoeuverability, lighter weight, greater steam-
ing radius, and a fuel consumption appreciably less for the
same class of service than in any other Navy in the world,
or our own pre-1935 standard.
At the same time our Navy is doing further experimental
work on forced-circulation boilers using steam at still higher
pressures temperatures. One such ship is in service.
674
December, 1943 THE ENGINEERING JOURNAL
In the Merchant Marine, all boilers recently built for the
Maritime Commission have water-tube boilers, usually
built for steam conditions of 450 lbs. per sq. in. and 750
deg. F. These boilers have been moderately rated for the
purpose of obtaining great reliability and high thermal
efficiency.
An illustration of the trend that may take place in pro-
pulsion plants afloat, as increased emphasis is placed on
fuel economy, is the 1,200 lb. per sq. in. reheat steam cycle
installed in the S.S. Examiner, which went into service about
18 months ago. As it was not desired to use alloy steam
piping and fittings, the temperature of both the primary
and reheat steam was limited to 750 deg. F. The results to
date with this installation have been highly satisfactory;
the oil consumption averaging 10.3 per cent less than that
of a sister ship fitted with a 425 lb. per sq. in., 750 deg. F.,
steam-turbine installation without reheat. No more diffi-
culty has been experienced with the practical operation of
the reheat-cycle installation than with lower-pressure in-
stallations.
Boilers of the Navy and the ocean-going Merchant Marine
of the United States have all been oil-burning. Continued
development and tests of oil burners have been carried on
toward the goal of smokeless combustion and high efficiency.
Another important fleet of steamships in war service is
carrying coal, iron ore, and other commodities on the Great
Lakes. Here again the foresightedness of ship owners re-
sulted in advanced and reliable designs of steam plants be-
fore the war, so that they have been able to carry record
tonnages per season with great reliability and economy.
Practically all new turbine-driven lake tonnage is coal-
burning, and uses water-tube boilers generating steam at
400 lb. per sq. in. and 750 deg. F. temperature. Coal is
usually burned with stokers, mostly of the spreader type.
Because of the difficulty of obtaining turbines for some of
the newest tonnage being built on the lakes, a large per-
centage of these ships is being fitted with reciprocating
steam engines using steam at 200 to 250 lb. per sq. in. and
approximately 450 deg. F. total temperature (approximately
50 deg. F. superheat).
The war has not disclosed any inherent weakness in any
of the marine steam plants that has necessitated any appre-
ciable change or improvement in the equipment which was
supplied or is currently available.
Some ten years ago, the floating power plant Jacona was
built by installing a 20,000-kw. steam turbine in one of the
old Shipping Board hulls. It was not self-propelled, but was
intended to be towed to any location where local or emer-
gency power requirements justified its use. The results ob-
tained with it have been so satisfactory and the flexibility
of its location such an asset that four new floating power
plants are now under construction for the United States
Government for use on inland waterways or the Gulf Coast.
New barges have been built to hold the 30,000-kw. plants
of these four units, these being limited in their dimensions
and draft so that they may readily pass through the locks
of the inland waterways and shallow rivers. The steam con-
ditions on the Jacona were 400 lb. per sq. in. and 700 deg. F.
total temperature, whereas the four new units will use steam
at 900 lb. per sq. in. and 910 deg. F.
Fuel
This war has brought into bold relief the true situation
of the reservoirs of our basic fuel supplies.
For years many companies have blissfully developed
power and heating equipment which required the use of
high-grade fuel without giving too much consideration to
the long-range welfare of their customers and the nation,
regarding the reliability of the supply and the probable price
of the necessary fuel. The petroleum industry balanced its
production in the most advantageous way as long as it
could find a market for residual oil at a price competitive
with coal.
1 believe Harold L. Ickes2 has presented this picture more
convincingly than anyone else has done to date. For a long
time it has been evident to many engineers that fuel-burning
equipment should be installed in certain geographical areas
to use either coal or oil. Many of those who provided only
for oil are now burning a fuel which is, at present, partially
subsidized by our federal government.
The petroleum industry is now requesting a substantial
increase in the price of crude in order to stimulate discovery
of new oil fields. Unless substantial discoveries are made,
we may shortly be forced to import oil from abroad, and
probably also make it from coal and oil shale. Any source
of additional oil supply will probably result in a sufficient
increase in the price of petroleum products to cause a long-
time readjustment of the relative economies of oil and coal
for many uses in some parts of the country.
Future
In steam-power equipment we have already passed
through a period of striving for the highest thermal effi-
ciency, and more recently we have balanced off on an overall
economy, considering investment, thermal efficiency, reli-
ability, and operating and maintenance costs. At least, that
is what we have striven for, but some of these cost factors
do not average out in their true proportions until the plant
has been operated for several years. Sometimes the cost
statistics and operating care have not been truly compar-
able, so that concrete and accurate conclusions are not
always available.
If the price of fuel and the price of equipment are to
change materially, future designs will still have to be made
on a basis of estimates and judgment.
It seems safe to say that we shall probably burn a larger
proportion of coal, and that of a lower quality than we used
in the past.
Steam pressure will depend upon many factors for each
individual case. Many power-boiler units installed in the
past five years have been for generation at 900 lb. per sq. in.
and higher. Satisfactory operation of natural-circulation
boilers up to 2,500 lb. per sq. in. has been established.
As to steam temperature, it also depends upon conditions,
one of which is the steam pressure. Many plants have been
operating satisfactorily at 850 to 950 deg. F., and it is likely
that steam temperatures will be further increased as the
most effective means for obtaining efficiency at a reasonable
increase in cost.
2 "Coal's New Horizons," Coal Age, April, 1943. "Fightin' Oil,"
Alfred A. Knopf, 1943.
THE ENGINEERING JOURNAL December, 1943
675
INTERNATIONAL ASPECTS OF POST-WAR PROBLEMS
W. A. MACKINTOSH
Special Assistant to the Deputy Minister of Finance, Ottawa; Canadian Chairman, Joint Economic Committees (Canada-United States);
Y ice-Chairman, Advisory Committee on Economic Policy
An address delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada, in Toronto, Ont., on October 2nd, 1943
It should not be inappropriate in this distinguished inter-
national gathering, in which engineers of both Canada and
the United States have come together, to direct attention
to the international side of post-war reconstruction. I am
not competent to speak of the political and strategic prob-
lems whose effective solution is basic to all post-war plans.
It is rather of the international side of economic problems
that I am thinking.
Canada's Dependence on Exports
By force of circumstances, nearly all our Canadian prob-
lems have an international side. The pattern of our economic
life was from the first set in a functioning world economy;
if the world economy does not function, the pattern is de-
stroyed. A clear demonstration of this is found in our ex-
ports. Though small in population, we had become fifth
among the world's trading nations. Before the war, rather
more than one-fifth of our total national output of goods
and services was sold outside the country. The market for
these was the greatest single factor in determining the level
of our national income. Canada has great resources but
they are relatively specialized resources. They could not
have been used so effectively; they could not have supported
so high a standard of living apart from the great basic ex-
port trades in wheat and wheat flour, newsprint and wood
pulp, gold bullion, base metals, lumber and fish. In the
sale of these products, the export market was overwhelm-
ingly predominant and in a surprising number of cases, we
were the world's largest exporter. Whole regions of the
country have been directly dependent on one or more of
these basic exports, while the dependence of other regions
has been indirect. Through these basic exports, virtually all
our other industries had a vital indirect interest in world
markets. Many of these other industries, moreover, had,
in proportion to their size, a surprisingly large direct interest
in outside markets. In such typically United States products
as automobiles, industrial, office, and household machinery,
farm implements, and rubber footwear and tires, Canadian
exports per worker employed were in pre-war years two to
four times those of the United States.
There is another fact which has been, and will continue
to be important. Our two great markets have been the
United Kingdom and the United States. It is of great im-
portance that two-thirds to four-fifths of all our exports
went to these two markets. But it is also of great significance,
and less generally understood, that one-fifth to one-third
of our exports went elsewhere, to other parts of the British
Commonwealth, to Continental Europe and to the Orient.
Without these other markets, we should be in narrow
straits.
I shall not attempt to describe what has taken place dur-
ing the war except to suggest a few things which are rele-
vant. Our total national output has about doubled. In peace,
we sent rather more than one-fifth abroad; now we send
nearly one-third.
The war has increased rather than lessened our inter-
national position. It has given us a greater, not a smaller,
stake in the outside world. Within this great expansion,
there have been great shifts ; meats and dairy products have
expanded at the expense of cereals, aluminum has out-
stripped the other nonferrous metals, labour has been drawn
away from gold, newsprint and even lumber, the output of
manufactured goods, particularly highly fabricated metal
products, has increased enormously.
Post-war Trade Stability Vital to Canada
Without discussing government policy or party pro-
grammes, one can point to certain conditions which anjr
Canadian government must take into account. In the first
place, our economic life depends on the establishment of
stability and prosperity in the outside world. Without these,
it will be difficult indeed to effect the re-adjustment of the
Canadian economy which will be required at the end of the
war. This is not to suggest that there is no room for
expansion in the domestic market nor that the export
market will necessarily be more important after than
before the war. It is simply to point out that in a world
restricted and divided as was the pre-war world, Canada
will find the problems of re-adjustment difficult indeed.
In the second place, it is world and not regional pros-
perity, which must concern us. There have been recent
periods in which it has been the fashion to propose dividing
the world neatly into regions or blocs or even continents.
Such thinking may have some validity in strategy and power
politics. I do not know. I do know that when in the nine-
teenth century the steam railway opened up the great land
masses of the world and the fast steamship lines linked the
continents together, the world economically achieved a high
degree of unity. I should have thought that air transport,
the motor truck and the faster ship had made an integrated
world even more necessary. However this may be, it is very
clear that a world organized in economic regions would be
a world into which Canada would find it hard to fit. If
you ask whether we choose a dollar bloc or a sterling area,
we can reply only that we prefer sterling which can be
changed into dollars and dollars which can be changed into
.sterling. To ask whether we prefer to trade with the United
States or with the United Kingdom is to ask us on which
side we wish to be paralyzed. Not even unrestricted trade
with both is sufficient. Since we think in terms of peace and
mutual advantage and not in those of subjugation and
geopolitics, we can claim a share in the whole world as our
living space. We must be free to sell the products of our
specialized resources in many other countries beside the
United Kingdom and the United States if we are to maintain
active employment and a high standard of living.
This is very plain in the case of Canada and a number
of other countries. It is less obvious but probably not much
less true of the United States. It was this consideration
which led an economist from another small country to ad-
vance to me the other day the proposition that it was very
difficult for a large country to develop an international
point of view, but that it was a daily necessity in a small
country such as his own and Canada. Without pushing the
proposition too far, it is true that we cannot escape aware-
ness to the impact of the outside world on us.
Trade Policies in the Past Fifty Years
No country was more affected by the economic dilemma
of the thirties than was Canada. There have always been
two objects which economic policy has sought: (1) the full
use of resources both human and material, and (2) the most
effective use of resources. As the revolutionary technical
changes of the nineteenth centur)r unfolded, the full use of
resources seemed to pose few problems and policy was
directed mainly to their most effective use in the light of
Adam Smith's dictum that the division of labour is limited
by the extent of the market. Economic policy was concerned
mainly with freedom of trade. Brushing aside some excep-
676
December, 1943 THE ENGINEERING JOURNAL
tional cases, the arguments for freedom of trade are unan-
swerable in a world where there is reasonably full use of
resources and in which the risk of war is not considerable.
But even Adam Smith urged that defence is more important
than opulence and the lowering of trade barriers in the face
of unemployment is politically difficult even when it is
economically desirable.
In the great depression of the thirties, when so many
economic and social growths bore bitter fruit, two related
facts produced a conflict in our economic objectives. First,
the threat of war and civil strife hung over the world, and,
second, the degree of division among countries was such
that concerted policies were impossible of attainment. Those
countries which sought effectively the full use of their re-
sources did so by reducing their trade with other countries
or by preparation for war or by both. Those who were re-
luctant to adopt restrictive, beggar-my-neighbour policies,
found themselves exposed to the full fury of the blizzard.
In the result, we had, through the world, an incredibly irra-
tional and impoverishing mixture of increased and discrim-
inatory tariffs, quotas, export subsidies, depreciated ex-
changes, and discriminatory clearings agreements coupled
with unemployment relief, employment-creating expendi-
tures and credit expansion policies. Only where the prepara-
tion for war was a paramount consideration, was unemploy-
ment reduced to low levels.
Xo Simple Formula for Organization
of International Trade
Here is the central problem to be solved post-war. Like
all economic problems, it is not a single problem to be met
by a simple formula. It is to be met by co-ordinating and
harmonizing the solutions to a whole series of problems.
Foreign exchange, commercial policy, international invest-
ment, trade in raw materials, and the harmonizing of na-
tional measures for promoting a high level of employment
and incomes are all parts of this series. I suggest that if
we can keep our eye on the problem and use the means and
experience at our disposal many of the controversies over
methods and institutions will sink into the background. I
am less concerned over the intervention of governments in
business direction, regulation or ownership than I am over
the fact that in the vast majority of cases the object of
intervention has been to maintain an uneconomic position,
a vested interest in an obsolete way of doing things. I am
less interested in the question, when was the gold standard
a gold standard than in the attempt to provide convenient,
reliable and confidence-inspiring means of exchanging the
world's products. I am less concerned about maintaining
private enterprise than in setting conditions in which it
will be enterprising.
Post-war Monetary Organization
It is because of the central importance of these problems
that active consideration, as indicated in announcements
from time to time from Washington and London, is being
given to them. Aside from the many urgent problems of
relief and rehabilitation of liberated countries, discussions
have advanced further on post-war monetary organization
than in the other fields. This is not because the other prob-
lems are less important but because lack of agreement on
post-war monetary organization may completely frustrate
the attempt to reach other desirable agreements and be-
cause agreement in this field should not be difficult.
Originally, two tentative plans were put forward, one by
the British Treasury officials and one by experts of the
U.S. Treasury. To these, after discussions with both groups,
Canadian officials added a third plan, embodying some of
the features of each and adding some new provisions. I
should add that no government is committed to any of
these proposals. I am not going to discuss these plans in
any detail since their provisions are necessarily technical
and the techniques are not engineering techniques. The
objects sought and some of the principles involved, however,
should be of interest as revealing the direction of thinking
on these international problems.
Among the plans, there are differences, some of them im-
portant, but all less important than the points of agreement.
The proposals do not attempt to deal with problems of
relief, rehabilitation, or long-term investment. They repre-
sent only one part of a complete structure. They attempt to
accomplish a number of highly important things.
Credits Needed to Pay for Imports
First, it is proposed that countries which at the end of
the war are short of foreign means of payment shall be
given limited moderate access to a fund or credit which will
enable them to purchase necessary imports wherever the
products are available. Such means would be provided under
agreed conditions out of a central fund or account, not by
individual countries competitively as was done after the
last war. In effect, each country on a reciprocal basis would
put into the account or fund the means of payment which
other countries required in order to purchase from it. We
must make it possible to re-establish multilateral trade and
avoid a mad rush into the bilateral deals which marked the
thirties and which were a means of spreading penury among
nations and of turning independent countries into vassal
states. There is, I am sure, no need to elaborate on the
disorganizing and impoverishing effects of putting trade
into the manacles of bilateralism. In Lord Keynes' lucid
words, these proposals would enable us to "apply fully what
we do earn from our exports wherever we may be selling
them, to pay for whatever we buy wherever we may buy it."
Stability in Rates of Exchange
Second, in accomplishing the first, we must make it pos-
sible not merely to convert the currency of any member
country into that of any other but to do so at reasonably
stable rates of exchange. Such rates need not be unchange-
able, but substantial changes should be made only after
some measure of agreement has been obtained that the
change is the best method of re-adjusting an unbalanced
position. Competitive depreciation has at times held ad-
vantages for some countries but all countries have now be-
come too expert at it for any to make any gains. Readjust-
ments will be necessary, but there must be stability and
the confidence in stability which business decisions require.
Third, even in the most fortunate circumstances, we may
expect that countries will be beset by many of the vicissi-
tudes that have affected them in the past. Crop failures,
new products discovered by their competitors, changes in
productive efficiency — these and other things will tempor-
arily affect their ability to buy abroad. It is desirable to
provide a cushion so that such changes may not have the
effect of forcing them to restrict trade and thus spread de-
pression to other countries. No country can fight depression
effectively if other countries are thrusting depression on it.
Countries Must Buy as Well as Sell
Finally, it is important that what we gain from foreign
countries by selling our products to them should be used
to buy the products of foreign countries or to repay debts
to them, or to invest in their development. Only by so doing
can any country as a whole get usable value for what it
has sold.
An International Fund is Needed
In providing resources to such an institution, no country
would be performing an act of generosity or charity toward
other countries. It would be recognizing its stake in a func-
tioning international economic system and recognizing the
cost to it of trade disorganization and stagnation.
Further, such an institution would be international not
supernational. Member countries would act in agreed ways
for common purposes and advantages, realizing that without
such agreement the common purposes could not be achieved.
It would relieve countries of many serious limitations they
have been under in pursuing sound national policies for the
welfare of their people. There is no salvation in setting up
THE ENGINEERING JOURNAL December, 1943
677
world authorities to solve the hitherto insoluble problems.
The only salvation is in countries solving them together as
we have met war problems.
Important Lessons from Past Experience
Programmes for meeting post-war problems should be
evolved out of the experiences of the years before the war
and of the war itself. Much of the pre-war experience was
bad, and should teach us what to avoid. Some of the war
experience relates to purely war problems which will not
recur in peace, but much of it is very revealing. We have
come to think of imports, not as the disturbing results of
foreign machinations, but as needed products which we try
to expedite, make representations to combined boards in
order to get, and divide with our friends and allies like
water rations in the desert. We have found anew how inter-
related the economic world is and how much our own pros-
perity depends on that of other countries. We have found
that when, under the stress of war, we gave priority to the
problem and brushed aside the one-eyed adherents of this
or that doctrine, nations could in concert accomplish tre-
mendous tasks for their own and the common good.
Surely it is not too much to hope that by similar methods
and in the face of no greater difficulties we can pursue with
increasing knowledge and understanding the twin objects
of full productive use of the world's resources and co-opera-
tion in their more effective use through world trade. These
problems are not to be approached dogmatically, not senti-
mentally, nor timorously, but with willingness to learn from
experience, with hard-headed assessment of mutual inter-
ests and with the boldness of conception which is now bear-
ing fruit in the conduct of the war.
MANPOWER UTILIZATION IN THE UNITED STATES
LAWRENCE A. APPLEY
Deputy Chairman and Executive Director, War Manpower Commission, Washington, D.C.
An address delivered at a joint meeting of The American Society of Mechanical Engineers and
The Engineering Institute of Canada at Toronto, Ont., on October 1st, 1943
Manpower utilization in the United States is at this time
in the stage of definition, identification, and programming.
Outstanding leadership in this field is being supplied by
the Bureau of Manpower Utilization of the War Manpower
Commission.
While the Bureau of Manpower Utilization furnishes
leadership in this field, by far the greatest amount of actual
utilization work is done within industry itself by manage-
ment and labour. Other Government agencies closely iden-
tified with production facilities render varying types of
assistance.
At this point in the manpower utilization programme we
are in the consulting rather than the inspection stage. The
ever increasing stringency of the labour market as well as
the speed with which industrial management increases its
own activities along this line will determine whether we
have to enter the inspection approach to this question.
Manpower Utilization Defined
Utilization can be defined as follows: Utilization means
the most productive use of the minimum amount of labour
necessary for production under working conditions that will
maintain worker effectiveness and morale.
When this conception and definition of responsibility are
thought through, the extent of the obligation will plot an
area of large size. It includes the best use of industrial,
agricultural and government personnel. It means that each
person, male or female, who is physically able to render
personal service, shall be given the opportunity to serve in
an essential capacity; exert his particular abilities in a sus-
tained and unrestricted way on a schedule of hours and
under working conditions consistent with good health and
morale. Actually no worker is left out of this total war en-
terprise. Obviously, utilization involves all the factors that
affect workers in the performance of "their productive effort.
It is immediately apparent what some of these factors are
— Plant conditions, production procedures, personnel poli-
cies and out-plant conditions. In fact, a list of the various
elements of these major categories affecting manpower util-
ization needs to be set down. We shall include such a basic
factor list in connection with the programme plan of action.
Lest we become casual in considering utilization, we should
recognize that we are now seriously under-utilized all along
the manpower front. This is the consensus- of opinion of
management, labour, and of independent observers.
When in an airplane factory over 30,000 employees have
been added to the payroll in one year, and yet at the end
of the year there are 400 less employees than at the begin-
ning, we can understand the enormous utilization wastage
of turnover.
As to absenteeism — In one large company, it was found
that the rate of absenteeism was such that 1,500 additional
workers had to be kept on the payroll in order to meet the
production schedule.
On the other hand, when a shipyard in a period of nine
months can cut the manhours on a Liberty ship from 900,000
to 250,000, we get some idea of the contrast between-under-
utilization and utilization. We gain an insight on what man-
power utilization means.
When a plant, by improved production procedures, can
turn out thirty-five per cent more work with twenty-five
per cent less workers, we get an idea of what proper utiliza-
tion can do and is called upon to do.
From these illustrations it is clear that the utilization job
has got to be done at the local level, where the plants, fac-
tories, and industries are located, and, it is the combined
job of government, labour, and management.
General Description of Utilization Job
The utilization job requires a plan of procedure to ac-
quaint management, not only with the manpower utilization
services of the War Manpower Commission, but a plan of
publicized information on utilization that will enlist the
co-operation of management and labour in undertaking util-
ization improvements.
Let us now translate this general job statement into a
utilization programme at the local level.
I. Determination of Utilization Needs
in the Area
Effective utilization of manpower is so big a job, with so
many sides to it that we must organize our attention on
the larger issues first. That being so, we can pick out what
are the primary indicators of inadequate utilization. They
are such things as unplanned Selective Service withdrawals,
production lag, and low production rate per man-hour,
excessive turnover, absenteeism, and unusual labour re-
cruitment problems.
Notice that these primary indicators are not the causes,
but the effects of under-utilization. They are the signals of
need. There are other signs, too, such as frequent complaints
of workers at the employment center. Also, threatened
678
December, 1943 THE ENGINEERING JOURNAL
strikes and serious accidents are evidences of need, but these
latter are dramatic items that are headline news and could
not fail to provoke attention. But in the ordinary day-by
day treadmill of war effort we can expect to find need for
a utilization job wherever military withdrawals are irregu-
lar, where production is behind schedule, where turnover
and absenteeism are excessive, or where there are serious
labour recruiting problems.
It would seem to be a matter of common sense that on
account of the hurried pace of war production, we have to
think in terms of greatest needs first. Of course, we have
to do an overall educational job, too, and do it concurrently,
but we shall deal with that a little further along.
Our situation is somewhat analogous to an epidemic of
influenza. It may be that the general health of the populace
is below par, and that this contributes to the rapid spread
of the disease. The medical job is, of course, a dual one.
It must treat the sick, and it must conduct a health cam-
paign in the press to get as many as possible to help them-
selves and keep well. The physicians, however, will be giv-
ing their skilled attention to those in greatest need. In like
manner, our consultants are out there in the area dealing
with the most pressing cases of need. The training and
placement personnel is an indispensable auxiliary force. At
the same time a general health campaign is under way.
We shall presently make suggestions for the health cam-
paign. The epidemic we have to deal with is under-utiliza-
tion, and the utilization programme is the health programme
to meet that condition. The whole enterprise is under the
operational direction of the area director.
1. SELECTIVE SERVICE WITHDRAWALS AND MANNING TABLES
One of the very first recognized needs for manpower util-
ization arose in connection with Selective Service with-
drawals from industry. A technique was needed that would
prevent undue dislocations of worker personnel while at the
same time providing for military manpower. That technique
is now well known to everyone as the manning table and
Replacement Schedule procedure. Its usefulness as an in-
strument in connection with other phases of utilization is
significant. However, it should be mentioned here that the
Select ive Service phase of the utilization job is not at all
finished. The work along this line must continue. It is well
to add here this further comment: that the assistance ren-
dered and being rendered to management in the preparation
of manning tables by Bureau of Manpower Utilization con-
sultants, has been one of the outstanding parts of the civilian
war effort. As of June, 1943, manning tables for more than
6,000 factories, shipyards, etc., have been prepared or are
in process of preparation.
We may expect to find in connection with this work that
after the Replacement Schedule is made out, some employ-
ers will say that they cannot meet its replacement demands.
This condition is becoming quite common. Responsibility
for additional utilization service is thus called for. We may
regard this as a further extension of the manning table
project.
Though the manning table plan has of necessity occupied
a predominant place hitherto, we are all aware that the
utilization programme branches out in several directions.
As we shall see, the manning table will continue to be a
useful part of utilization.
2. PRODUCTION LAG AND PRODUCTION RATE PER MAN-HOUR
A. PRODUCTION LAG
In the case of production lag, we know that factors out-
side of our responsibility may be operating, such as lack
of material and equipment, but nonetheless production lag
is a danger signal and should not be ignored.
How do we know what constitutes production lag ? The
answer to this question would be very easy if all war pro-
duction plants had a production schedule. All the major
shipyards, aircraft, and auto factories have, but many com-
panies have no such schedule, and this is especially true
of the sub-contractors. No doubt as time goes on it will be
possible for most businesses to set up production goals.
However, we are not without recourse in getting at pro-
duction lag.
In cases where there are production schedules, production
percentages are available from information supplied by the
War Manpower Commission's Reports and Analysis Serv-
ice, and also from procurement agencies of the Government.
One caution should be brought out here, and that is, that
the one hundred per cent fulfilment of a production schedule
is not proof that the best utilization is taking place. Pro-
duction schedules were set quite arbitrarily as "best
guesses." Recently one very large aircraft plant that was
up to 100 per cent production made a utilization survey,
and found that it could maintain that production with
fourteen hundred less men.
In factories without production schedules it will be neces-
sary to depend on estimates derived in various ways, from
the plants themselves or from Production Drive Commit-
tees and so on.
B. PRODUCTION RATE PER MAN-HOUR
We have just talked about production lag in relation to
schedules. But in the last analysis, utilization is greatly
concerned with the most effective productivity per unit of
man-hours. Is every man in this and that plant getting the
most production out of the skill and effort expended ? This
question does not imply that the worker should "speed up"
or use up twice as much energy to squeeze out more and
more production. The question is, how can we use the
same energy most effectively ? The key to utilization, as
applied to productivity, is the phrase, Most Effective Effort,
including most effective use of time. Time is frequently
lost through delays of various kinds. Competent observers
among the workers themselves concur with production men
that the most effective use of the same effort now expended
could increase production a very appreciable amount.
One problem before us is, how can we obtain the informa-
tion which will indicate the red signal of need ? As in the
case of production lag, some plants have carefully worked
out production rates per man-hour. Even in these cases,
management can do a great deal more in bringing about
an improvement by restudying their situation. One of the
best approaches to this problem is through the acquisition
of comparative production figures per unit of manpower of
plants doing the same kind of work.
An effort is being made to investigate the possibility of
supplying data on this problem. Contact is being made with
various government agencies to discover reliable sources of
information that could be obtained in the field, or passed
along to the Area Consultants.
3. TURNOVER
The turnover situation is extremely serious and it has
become a major utilization problem. As an indicator of
under utilization or misused manpower it has moved up to
front page news.
The utilization consultant has available in the Area
Director's office many facts about turnover in the area.
The new Form ES-270 for use beginning July, 1943, con-
tains the information. This report gives not only total
monthly turnover, but a separate report on turnover among
women employees. The ES-270 form, and the Manual of
Instruction that goes with it, should bring order and defi-
nition to the reporting practice on a monthly basis which
has been established for all Government agencies. There is
a turnover report available for every war production plant
with 200 or more employees. When we speak about turn-
over, we should mean monthly turnover. The monthly turn-
over percentage is derived by the following formula:
,T ,,, , Total separations in month ,_„
Monthly plant turnover = -r - — -. t-. » x 100
Average of working force
(The average working force may be found by adding to-
gether the total employees at the beginning of the month
THE ENGINEERING JOURNAL December, 1943
679
and the total employees at the end of the month, and divid-
ing the sum by 2.)
Of course, the same formula can be applied to depart-
ments within a plant, by doing the same thing with the de-
partment figures. And if desired, the turnover by occupa-
tions may be similarly derived by taking occupation figures.
The question may be raised, granted that we know how
much turnover there is. How do we know what constitutes
excessive turnover ? Turnover in peacetime is between two
per cent and three per cent and it varies for different indus-
tries, and this is usually accepted as a peacetime norm. In
wartime it is much more difficult to say what a normal
turnover percentage should be because, in the nature of
war conditions, there must of necessity be many separations
and accessions. Right now the average turnover for the
country as a whole is slightly over 73^ per cent. In some
places, it is as high as twenty per cent and more. Obviously,
the latter is too high, but what shall we call the wartime
norm ? We simply cannot fix it precisely without being
arbitrary, but we can be practical and say that anything
over five per cent is dangerous. We do want it as low as
possible and we should be on the alert to observe whether
there is a trend in one direction or another. In any case,
we can arrange our priority list so that a glance will indicate
the higher percentages as urgent cases.
4. ABSENTEEISM
The fourth indicator of under-utilization is absenteeism.
In spite of wide publicity, it continues to be disturbing.
Let us understand first what absenteeism is because the
word has been loosely used.
Absenteeism or job absence is defined as the failure of a
worker, who is on the payroll, to appear on the job when
he is scheduled to be at work and work is available. This is
a standard definition commonly used by government agen-
cies. The definition can be further clarified, however, by
noting that an absence means a whole day or "man-day"
as it is called.
The percentage rate of absenteeism is computed on a
monthly basis according to the following formula:
Number of Absences during month (man-days lost)
divided by Plant Monthly Absentee Rate equals: Total
number of employees scheduled for employment during
the month, multiplied by 100.
As in the case of the Turnover formula, a department
absentee rate may be computed by restricting the numbers
to department figures.
In peacetime, absenteeism may go as high as nine per
cent in certain industries, but the average is about five or
six per -cent. In time of war the average is higher and at
present it is approaching eight per cent for all industries.
In some war industries it is higher still The practical view
is that any absentee situation which goes above five per
cent has moved into the red and should be looked into. It
should not be too difficult to list the more serious cases
which require consultant service.
Facts regarding absenteeism are, as in the case of turn-
over, obtainable from the new Form ES-270. This report
shows total absenteeism and then separately it gives absen-
teeism for women workers. In addition to this, it shows
absenteeism by shifts. This is designed to help locate where
the greatest absenteeism occurs which will be of assistance
in discovering the causes of absenteeism.
5. UNUSUAL RECRUITMENT PROBLEMS
The United States Employment Service is constantly en-
deavouring to recruit labour to meet industrial demand. It
frequently happens that the Employment Service has some
question about the legitimacy of the demand. It sometimes
appears that these demands are excessive. Are they really
necessary ? If the Employment Service were to fill the de-
mand in all cases, it would often be required to carry on
intensive and extensive recruitment. It will be glad to do
so if the labour demand is justified. Where there is a ques-
tion regarding these apparently excessive demands, the
Employment Service would like to have reassurance that
the requests are justified. How shall this reassurance be
obtained ? Logically, if one ignored existing practice, it
would seem that at this point the utilization consultant
should take over and carry on whatever investigation or
survey is necessary at or in the plant to determine the
legitimacy of the employment demand. And no doubt the
utilization consultant will frequently be presented with this
problem by a United States Employment Service office. If
so, he may proceed, for it is part of the overall utilization
job.
However, we must take into account existing practice
and utilize that practice. Many U.S.E.S. offices have an
already established routine for following up on excessive
demands. They have registered the further investigation of
the employment situation as part of their function and
they have used members of their own staffs for that purpose.
Where this is so, and very competent personnel is available,
there is good reason for disturbing the procedure, and much
reason for retaining it. After all, there are so many more
employment offices than area offices, that the coverage is
much greater. Then again the U.S.E.S. has been in business
a long time. It has a well-trained staff and it has many ex-
cellent contacts with various business enterprises. These
valuable assets are part of the total strength of the War
Manpower Commission. The Bureau of Manpower Utiliza-
tion does not wish to suggest that the U.S.E.S. let up on
any of the valuable services it has been rendering. On the
contrary, it is regarded as a very important ally. Organiza-
tionally a distinction has been made between Placement
and Utilization, but the distinction is not a wall. In practice
the services merge at many points.
Returning for a moment to the question of special re-
cruitment problems as an indication of utilization need, we
call attention to a few more of these problems. There are
cases where the demand for new workers is not too great in
terms of numbers, but too high in terms of skilled
workers asked for. Quite possibly a job breakdown analysis
might solve this situation. Then again, the recruiting
problem may be one where workmen are unwilling to
take employment in certain industries because of known
in-plant conditions. Another situation that is now appear-
ing is the number of requests for Statements of Availability
and likewise appeals cases. These are all indicators that
something is wrong somewhere.
It is very clear that abnormal demand for workers is an
indicator of under-utilization of genuine significance, there-
fore, this item has been featured as one of the primary in-
dicators for which to be on the lookout.
In regard to all these primary indicators of need, it is
fortunate that we have ample facilities for getting informa-
tion on most of these various points. Additional items of
information may, as we have said, turn out to be leads,
but the usual ones are indicated here. And on account of
these indicators, we are able to classify industries in the
area according to utilization need.
II. Plan of Action to Supply Urgent
Utilization Needs
a. the manning table procedure
The manning table is an important part of utilization
procedure. It is still desirable that industrial establishments
should be encouraged to make manning tables, not only
as a tool essential to orderly Selective Service withdrawals,
but also when it appears to be essential to solving other
manpower problems.
The programme of utilization will be recognized as em-
phasizing the term "utilization survey." We wish to state
that the survey is not something utterly new nor is it
diversed from the manning table procedure. In order to
make a manning table, something in the nature of a survey
must be made, yet to make it does not necessarily require
all that we are now envisaging in a utilization survey. On
680
December, 1943 THE ENGINEERING JOURNAL
the other hand, it is possible to make a utilization survey
without making a manning table. But in this latter case, a
great deal of the same information will have to be acquired
which would be already in hand had the manning table
been made.
Aside then from the Selective Service aspect of the man-
ning table, the table remains a useful and available tool of
utilization. But it is not a "must" in all utilization plant
services. We may do either a survey or a manning table
or we may do both, depending upon the local situation and
the discretion of the area staff.
B. THE BASIC FACTORS OF UTILIZATION
At this point what do we know ? We know that we have
a number of more or less serious cases of under-utilization
in the industries of the area. We do not yet know the causes
of these conditions, except in the case of Selective Service
withdrawals. The utilization needs of the area are estab-
lished for us by our priority list of need.
In order to set up a plan of action to meet the need by
locating the causes of under-utilization and removing them,
it is of the utmost importance that the consultants have a
thorough understanding of just what it is that utilization
is concerned with. What are the possible causes or factors
that make people quit their jobs or take days off or that
slow them down ? What are the conditions that retard or
bring about a decline in the production rate ? The possible
reasons are well known to specialists in the fields of produc-
tion engineering and personnel management. The reasons
or causes cover a wide range of possibilities, any one of
which, or any combination of which, may be operative in
a particular plant. That is to say, if we could have a kind
of master list of these causes, or even a list of the most com-
mon causes that make for ineffective utilization of man-
power, we could survey a factory in terms of this list and
locate what it is that is causing the difficulty.
Such a list of basic factors has been prepared as part of
the utilization survey list. It contains a breakdown of the
elements usually classified under the headings of plant con-
ditions, production procedures, personnel policies and out-
plant factors. We shall discuss the functions of this list in
a moment, but here we wish to say that such a list contains
the common recurring characteristics of items that affect
manpower utilization. Any industrial organization that
could rate itself or be rated "good" on all these items would
be a very outstanding business, with a very low percentage
of absenteeism and turnover, and a high rate of production
per man-power. That company would have a healthy or
sound utilization programme as part of its management
policy.
We now know two fundamental things; first, the utiliza-
tion needs in our area, and especially the cases of most im-
mediate need; second, what utilization is. We know from
the study of utilization survey list, the factors or constituent
elements of utilization. We know now what the pulse rate
and the temperature of the business enterprise should be.
The next step will be the actual contact at the plant.
C. PROCEDURE FOR MAKING CONTACT WITH MANAGEMENT
Having selected a prospective establishment for interview,
a procedure is necessary. It is not the intention to provide
the consultant with a stereotyped sales talk in undertaking
his contact. It will make some difference regarding the
character of the approach whether the consultant was in-
vited or came of his own accord, or whether the factory
experience with manning tables was satisfactory or not.
Some general considerations, however, regarding approach
may hold for most cases. And these suggestions are equally
valid, whether the consultant makes his contact in the in-
terest of getting a manning table acceptance, or whether it
is a more extensive utilization survey that is in view.
It should be an axiom that contacts must be made with
the highest operating official in the company. We should
not go in except through the top man. The interviewer
should have a good deal of knowledge of the corporation
in question. Presumably he knows about its production,
turnover and absenteeism. And if there was a manning
table prepared, he knows a good deal more.
Let us assume that the object of the interview is agreeably
to induce management to allow the interviewer to make a
utilization survey. We already know there is need for util-
ization improvement, and in all probability, management
will be more than ready to co-operate with the man who
is there to help him supply that need. In such an interview
a skillful and tactful consultant will obtain a fairly good
idea of what kind of an organization he has to deal with.
Without ever displaying a check list, the consultant should
learn during the interview a number of things on the survey
list that are most essential to know— the personnel policy
of the company, the size of the staff, the attitude of man-
agement toward labour, hiring practices, attitude toward
minority groups, use of women, wage structure, and so on.
These first impressions can be confirmed or qualified later,
but the initial interview should be on a high level. It should
be conducive of mutual respect, laying solid ground for the
later interviews in which the recommendations for dealing
with the situation are to be presented.
We should not forget at any time the human relation
aspect of the interview. Management frequently has a de-
fensive frame of mind toward Government men and under-
standably so. In the first place, executives have reason to
think they know how to run their own businesses. They
have pride in their organization and they may resent the
implied criticism of our presence. In the second place, they
may have had some unpleasant encounters with other Gov-
ernment representatives. They may think they would be in
better shape now if it were not for "all this Government
interference." We are not concerned with the merits of this
attitude. We are concerned to remark that the wise con-
sultant will take it into account and understand it. Perhaps
he may dispell it by his own judicious approach. Manage-
ment needs to be reassured that this is not some govern-
ment investigation that is about to take place. We are not
going to collect information to be placed on file anywhere.
We can, however, render a type of service that is not likely
to be supplied by anyone else in the present employ of
management. These are all important considerations. The
whole success of the utilization survey may very well be
determined by the way in which the approach is made to
management. Consequently, we need for this work men
who not only have experience, but men who know how to
meet people forcefully, but not officiously.
It is conceivable that management would refuse to co-
operate at all, but this extremity is unlikely. We have every
reason to approach management with the awareness that it
is as much interested in winning the war as we are. And
winning the war is helped at the plant level by manpower
utilization.
D. MAKING THE UTILIZATION SURVEY
1. Information on Utilization Factors Provided by
manning table
a. Total personnel employed.
b. Total hired previous six months.
c. Description of the nature of the business concern.
d. List of jobs in the plant.
e. Extent of use of women and handicapped.
f. Percentage of workers in each job.
g. Number of workers in training in each job.
h. Extent of job re-engineering.
i. Extent of upgrading and transfer.
j. Extent of recruiting outside the plant and estimate of
maximum labour needs.
k. Recommendations already made to plant for improv-
ing utilization on the basis of manning table findings.
The fact that the manning table discloses so much is an
impressive commentary on its usefulness. In fact, in some
regions, many of the items in the survey check list are
already included as part of the presentation to management
of manning table findings.
THE ENGINEERING JOURNAL December, 1943
681
The ES-270 Form also discloses a great deal about a plant.
The following information from Form ES-270 will be avail-
able in any case whether there is a manning table or not:
a. Employment trend.
b. Turnover percentage for all employees and women.
c. Absentee percentage for employees and for women.
d. Critical occupational shortages and number needed in
these occupations.
e. Anticipated gross labour needs for next four months.
f. Anticipated separations for next four months.
g. Information regarding recruitment methods, in-plant
training, up-grading and job breakdown.
2. The Purpose of the Survey List
The survey list serves as a guide in locating the causes
of under-utilization. Much of the knowledge required in
completing the utilization survey will be in hand before we
get much beyond the main office. The items that remain
should be covered through a variety of interviews with the
personnel manager, chief production engineer, labour-man-
agement committee chairman or members, production drive
committee people, operating supervisors, foremen, workers,
and union representatives. The United States Employment
Service and Training people may contribute important
items essential to an evaluation. The resident Army or
Navy officer or other Government personnel should be con-
sulted. Various people in the community may need to be
interviewed. The circumstances will dictate to the alert
consultant various avenues which must be locally followed
to gather the pertinent information of the survey.
3. The Use of Utilization Work Sheets.
In order to assist the consultant in gathering his fads,
work sheets have been prepared together with accompany-
ing instructional material. These tools will be of aid in
getting more detailed information regarding the causes of
under-utilization disclosed by the preliminary survey. For
example, if in the process of making the preliminary survey
or check-up it appears that a production flow bottleneck is
the problem, then the special work sheet on production
and the instructional material therewith, will aid the con-
sultant in getting the pertinent facts about production con-
ditions In other words, the work sheet will enable the con-
sultant to make a more complete survey analysis of the
difficulty. Again, if the preliminary check list discloses that
a lack of a constructive personnel programme is the main
cause of absenteeism or turnover, then the work sheet for
personnel will be of aid to the consultant in getting more
complete knowledge of the personnel deficiency. Thus the
work sheets are supplementary to the check list and will
enable the consultant more competently to make the utiliza-
tion analysis.
4. Analysis of Utilization at the Plant
The consultant having gathered his data, must now study
it carefully. No doubt he has seen many things that might
well be improved. But the hurried nature of our task com-
pels us to think in terms of the main factors that need im-
provement. We should isolate these main causes and have
a very clear conception of what they are.
Equally important is the necessity of determining what
measures would overcome or greatly minimize the causes.
It cannot be emphasized too much that this step calls for
a very comprehensive understanding of the whole situation,
and for some hard thinking.
E. RECOMMENDATIONS TO MANAGEMENT
All that was previously said about the initial interview
with management is also applicable now. It is really harder
to present the findings and tell management what is wrong.
But there are remedies to propose and that is something-
const ruetive. Be able to show what these recommendations
will do in this plant if they are adopted. We must talk in
terms of consequences that are positive and that can be
measured.
F. AGREEMENT WITH MANAGEMENT ON MEASURES TO BE
TAKEN
Action must be taken on the recommendations. As a mat-
ter of fact, all that may be necessary in many instances
will be the presentation of what the causes of trouble are.
Alert management will want to do something about this.
That is what we hope for. In other cases it may be necessary
to press for action to be taken. The agreed-upon procedure
must be a definite programme with specific steps spelled out
with a time schedule, and clear delegation of responsibility
for carrying out the actions.
III. Plan of Action to Supply Need for
Utilization Education
It was remarked earlier in this descriptive outline that
in dealing with an epidemic there are two basic needs that
have to be met. First, dealing with the immediate cases of
illness, and second, promoting a health campaign to educate
the public. The use of the epidemic analogy is not far
fetched. The lack of adequate utilization is a menace to
our manpower resources just as real and just as effective
as an epidemic would be. It removes as many people, prob-
ably more, from productive effort. Therefore, it does be-^
come necessary as part of utilization to undertake educa-
tional measures. It is not management alone, but labour
too, both in the ranks and at the helm, that requires a
genuine appreciation of the utilization problem. We must
convince labour as well as management that the utilization
programme does not encroach upon or infringe in any way
the real interests of either. There is nothing here that any-
body has to be on guard against. False notions about utiliza-
tion have bobbed up here and there — that utilization is a
new kind of regulation of management, that it imposes
policies and procedures that management does not like or,
from the labour point of view, that utilization means "the
speed-up"with all the old-time associations therewith. These
misunderstandings are not even close to the facts. Actually,
utilization if properly understood is a balanced programme
of co-operative effort in the common interest. No real values
are subtracted from anybody, and yet the common pool of
national effort can be enriched thereby.
Clearly an educational effort is called for. It needs to be
dynamic. It needs to inspire as well as to inform.
IV. Organization to Administeb policies
and Actions
It is plain that at the area level the organization require-
ments are very simple to state. The organization of the War
Manpower Commission has already been determined and
within that organization a place was made for manpower
utilization.
At this level the Area Director has, as a member of his
staff, one or more Bureau of Manpower Utilization con-
sultants. The Chief Consultant directs the works of the
other consultants and at all times is directly responsible
to the Area Director.
This programme, as now stated, has defined the meaning
and extent of utilization, the determination of need, and
the manner in which need is to be supplied. In short, the
programme has tried to make clear what the procedures
and actions are that can be completed at the area level.
V. The Accurate Measurement of Results
It has already been mentioned with regard to the educa-
tional phase of the utilization programme that results can-
not be measured too precisely. But it should be quite differ-
ent in regard to our specific plant procedures. We should
be able to measure the results of our treatment of specific
cases. As a matter of fact, in measuring the results of our
efforts, we do something very similar to what we did at the
outset when we took note of the primary indicators of under-
utilization. We look in the same direction where we saw the
red signal flags, and we ought to be able to discover some-
thing very positive.
682
December, 1943 THE ENGINEERING JOURNAL
1. We should see a smoother How of Selective Service
withdrawals. It happens that we already know positively
that this result has taken place. It has measured very defi-
nitely, as one sample illustration will show. In one of the
country's largest industries, the weekly withdrawals had
been scaled to one thousand. Yet, because of the planning
in connection with the manning tables, that organization
was able to maintain for a long period that rate of with-
drawal, and at the same time hold its production schedule
at a high level.
2. It should certainly be possible to discover in any given
organization that had applied utilization recommendations
just what the improvement is per unit of man-hours. If
we do not show measureable improvement here, we have
not attained one of the most important objectives of the
programme.
3. Lower percentages of turnover will give us positive
measures of this factor.
4. Lower percentages of absenteeism will give us a posi-
tive measure of the extent of improvement here.
5. Lessening of serious recruitment problems at our em-
ployment offices will be readily recognized as positive evi-
dence of improved utilization.
This application of this approach supplies the manage-
ment involved with an accurate measurement of conditions
and with a very definite plan of action for correcting con-
ditions of under-utilization where they exist. As already
stated, this effort is too young to report on its effectiveness.
That, however, which has already been done gives us very
favourable indications. So far we are kept busy answering
requests for help. It is reasonable to assume that, since this
whole effort pulls together many proven methods of sound
production and personnel management and focuses them
upon a specific problem, it is assured success.
Abstracts of Current Literature
AIRCRAFT SALVAGE IN MIDDLE EAST
From Trade and Engineering (London, Eng.), October, 1943
It is now possible to give some account of the sterling
work carried out in the Middle East by the men of the
Repair and Salvage Units of the R.A.F. Their task was to
locate crashed aircraft in the wastes of the Western Desert
and to bring them back to bases where the least damaged
machines were rebuilt and put back into service, and those
which would obviously never fly again were taken apart
and serviceable parts saved for use in another aircraft.
The task of the salvage units was by no means simple,
and it entailed exposure to great discomfort and often to
danger. When a crash was reported an engineer of the
Repair and Salvage Unit set off on a given compass bearing
to locate the aircraft. Having found it, his first task was
to decide whether or not the wreck could be repaired on
the spot. If the work was such that the aircraft need not
be moved he had a mobile repair unit sent out; but if the
damage necessitated taking the aircraft back to base the
"aircraft carrier" lorries were sent out. The wreck was lashed
to them and hauled home to the forward post. There the
wrecks were gathered together and a huge convoy made up.
Usually a dozen or so aircraft were transported at the same
time and the unwieldy procession seldom faced a journey
of under -±00 or 500 miles. The "aircraft carriers" are
strongly built vehicles 60 ft. in length.
Frequently during the recent campaign in Libya and
Tripolitania the salvage units had to find their way over
the trackless desert for distances of 100 miles with no more
than a compass to help them. They had to take with them
all the food, water, fuel, and oil which would be required
for the return journey, for they invariably travelled as
self-contained units. Sometimes the vehicles had to jolt
their way over rocky outcrops, which imposed a severe
test on springs and tyres, sometimes the way led over soft
sand in which the heavy vehicles sank up to their axles
and had to be dug out. In the desert the men often experi-
enced unexpected and unpleasant changes in the weather.
For days at a time the convoy might be immobilized in a
blinding sandstorm, or a sudden rainstorm might churn
the surface of the desert into a sea of treacherous mud. There
was, too, the ever-present danger of running into an enemy
patrol or being attacked by an Axis aircraft.
When the crashed machine, with the others brought in
the same convoy, reached the base it was methodically dis-
mantled, the hundreds of component parts carefully ex-
amined, then repaired or replaced, and the whole aircraft
rebuilt. In a tribute to the men of the Repair and Salvage
Units, an R.A.F. officer at Middle East Headquarters said
that a large percentage of the machines were able to go
Abstracts of articles appearing in
the current technical periodicals
back into service and that many a German aircraft had
been shot down by a machine which, when it reached the
repair base, had appeared to be little better than a crumpled
wreck.
BRITISH MIDGET SUBMARINES IN ACTION
From Engineering, (London, Eng.), Octobee 15, 1943
The German reported sometime ago the presence of
British midget submarines in the Norwegian fjords where
the battleship Tirpitz and other enemy surface craft have
established a base. The Admiralty have now confirmed these
reports and have revealed that a number of midget sub-
marines, three of which appear to have been lost, success-
fully penetrated on September 22 some 50 miles into the
Alten Fjord, in the Arctic Circle, and inflicted considerable
damage on the Tirpitz with torpedoes. Subsequently it was
disclosed by Colonel Knox, the United States Naval Secre-
tary, that the submarines carried two men apiece, and that
the United States Navy had been kept informed for nearly
a year of the experiments that were proceeding with this
type of craft. According to the Admiralty statement, "inter-
rogation of crews of midget submarines which took part in
the exploit, and subsequent photographic reconnaissance,
now leave no doubt, despite enemy claims to the contrary,
that the attack met with success. Air photographs taken
after the attack show the Tirpitz which has not moved from
her anchorage, surrounded by thick oil which covered the
fjord where she lay and extended over a distance of more
than two miles from her berth. The photographs also show
a number of small unidentified craft alongside the battle-
ship, possibly repair ships or ships to provide power and
light. Personnel who took part in the operation report that,
on September 22, while still in the immediate vicinity of
the anchorage, they heard a series of very heavy detonations
at the time expected for units to be attacking." Alten Fjord
is stated to be 1,000 miles from the nearest British base,
from which it may be inferred that the submarines were
transported to within a comparatively short distance of
the entrance to the fjord. They had to pass through mine-
fields and to evade the enemy's patrol vessels in order to
reach their objective, located in a channel less than a mile
wide and relatively shallow for submarine operations; and
having made their attack, the surviving submarines had to
make an even more hazardous passage back to the sea. With
good reason (to quote the statement again) "the Admiralty
consider that the crew of these midget submarines displayed
the highest qualities of courage, enterprise and skill."
THE ENGINEERING JOURNAL December, 1943
683
PLANNED MAINTENANCE OF ELECTRICAL
EQUIPMENT
From Production and Engineering Bulletin (T ondon, I ng.),
September, 1943
The first aim on an efficient maintenance organization is
to prevent trouble rather than to put right what may have
gone wrong. A preventive service ensures economy in plant
and in the materials and labour involved in overhauls, and
avoids the serious hindrance to production caused by
breakdowns. This can only be achieved by planning the
work of the maintenance department on a properly ordered
basis. Such a service is economically sound practice at any
time, but in present circumstances it is a vital necessity.
Plant maintenance generally is still one of the most
neglected aspects of works organisation, and such inspection
as is done is mostly confined to boilers and other equipment
which usually have a high factor of safety and are not
particularly subject to unexpected breakdowns.
Where electrical plant is concerned it is frequently left
to the operators to report when anything goes wrong with
their machines, and repairs are made / ,<sr, instead of
before, a breakdown. Delays caused by such unforseen
breakdowns are apt to be prolonged and may recur if, in
order to get production started again, make-shift repairs
are effected and the real cause of the trouble is not deter-
mined.
Organizing any planned system takes time and energy at
the outset. "Nibbling" at it is no use; but once a good
scheme is in operation, the initial effort is soon repaid by
fewer breakdowns, lower repair costs, and the saving in
time of the supervisory staff.
We are indebted to a correspondent for the broad out-
lines of a scheme for the planned maintenance of electrical
equipment which is operating successfully in a number of
works.
The scheme is illustrated by the accompanying chart, the
procedure being as follows:
A weekly inspection is made to check for any incipient
troubles. Being only visual, this takes but little time and
does not entail shutting down any plant. Then at suitable
intervals, say quarterly or half-yearly according to the type
or use of the equipment, all plant receives a detailed
examination and overhaul.
These examinations are briefly recorded by the elec-
trician in a duplicate log-book and the result entered by the
records clerk (usually a girl without technical training) on
summary charts. The charts are displayed in the engineer-
in-charge's office, and so enable him to see, at a glance:
ENGINEER-IN-CHARGE
(ELECTRICAL)
Ï
ENTERS ON
SUMMARY
CHART
Î
CHECKS
LOG SHEET
I
RECORDS IN
LOG BOOK
+
COPY FOR ANALYSIS
BY CO-ORDINATING
ENGINEERS
RECORDS CLERK
ELECTRICIAN
HALF-YEARLY FAULTS
EXAMINATION (CAUSING STOPPAGE)
ELECTRICAL
INSTALLATION
(a) the condition of all plant,
(b) that inspections and overhauls are made at the proper
times,
(c) that no part of the installation is being entirely
neglected.
All faults causing stoppage of plant are recorded on fault
report forms which serve to bring to light any inherent
weakness in types of gear or methods of operation which
otherwise tend to be overlooked.
Copies of fault reports sent in from a number of different
works are analysed together, thereby enabling troubles to
be anticipated, cures determined and information gained
at any one factory made available for all.
In one large works, when this system was introduced, the
daily reports of faults (causing stoppage) covered more
than four pages; now, with more electrical plant installed,
the average is less than one page.
An analysis of electrical faults at another typical factory,
in which planned maintenance was recently started, will be
of interest : —
Breakdowns due to lack of maintenance ... 43 per cent.
Breakdowns due to abuse by operators, and
so on 34 per cent.
Breakdowns due to unsuitable plant or faulty
manufacture 23 per cent.
Whilst the system of planned maintenance outlined was
primarily devised for the larger organizations with their
own maintenance departments, the correspondent suggests
that it could well be adopted by a number of smaller works
operating a "pooled" maintenance scheme, or modified to
meet the needs of the smaller manufacturer.
VERSATILE NYLON
DR. V. E. YARSLEY, f.i.c.
From Trade and Engineering (London, Eno.), October, 1943
Much public interest was aroused some weeks ago when
it was reported that a WACO glider carrying important
pharmaceutical chemicals to Russia had been towed across
the Atlantic by an aeroplane of the R.A.F. Transport Com-
mand, the two rope used being of nylon with steel attach-
ments designed to stand a pull of approximately 10 tons.
The interest was mingled with not a little surprise since
nylon has hitherto been associated in the public mind with
superfine silk stockings or toothbrushes. The latter have
been available commercially in this country for some years
but the former are still rare luxuries obtainable at present
only by the fortunate few.
The fact that the responsibility for a valuable aeroplane
and cargo should have been entrusted to a relatively new
material at once suggested the confidence which manufac-
turers have in this new plastic. The new material has in
fact been applied experimentally in many directions in
which it has already shown remarkable promise. It is fre-
quently spoken of as if it were a single chemical substance,
while in actual fact it is a generic term which covers a
group of substances which were obtained as the result of
the remarkable long-term researches of Wallace Carothers
and the Du Pont Company of America. The aim was to
produce an entirely new fibre capable of being spun into
yarns and having properties equal or, if possible, superior
to those of natural silk. The structure of natural silk was
examined and was carefully imitated in the laboratory, the
result being nylon.
Chemical Properties
In chemical language the nylons are produced by con-
densing aliphatic dicarboxylic acids with aliphatic diamines.
Since the Du Pont Company announced the discovery of
this new group of synthetic "super polymers" as they were
styled at the end of 1938, a substantial amount of devel-
opment work has been carried out, and although much of
this has been preserved as a war-time secret the volume of
technical and patent literature which has already been pub-
lished on this subject is very considerable. .
684
December, 1943 THE ENGINEERING JOURNAL
Among the attractive properties of nylon is its high heat
resistance. While most thermo-plastics soften in the region
of 160 deg. F. and according to one authority the highest
softening point previously obtained is about 280 deg. F.
tests show that the present plastic does not soften until
around 450 deg. F., and it is expected that other nylon
plastics having even higher softening points will be pro-
duced. As would be anticipated from an examination of its
structure, nylon is extremely tough. It is also one of the
lightest of plastics, its specific gravity being of the order of
1.06 to 1.19, as compared with 1.3 to 1.5 for cellulose acetate
plastics. It shows a remarkably high degree of chemical
inertness, and it is inert to metal inserts. A point in its
favour as a newcomer in plastics is that it can be worked
with existing plant and it can also be easily machined.
Post-war Possibilities
Although nylon fibres are readily wetted they absorb
much less water than do cotton, silk, rayon, or other textile
fibres, and, furthermore, they are stated to be just as strong
wet as dry. They are not water repellent, but can be easily
made so by suitable treatment. By contrast with most tex-
tile fabrics which blaze when brought into contact with
flame, those of nylon simply melt without catching fire, so
that the fire hazard is very considerably reduced. In a brief
review recently published the following possible applications
have been suggested as among those likely for the post-war
development of nylon. It is stated that bearings made of
the material were among the first strictly plastic applica-
tions investigated, and that experiments on various types
are still in progress. These bearings are water lubricated
where necessary, but they require no lubricant for a light
load at high speed, or for a heavy load at slow speed. The
commercial possibilities of these bearings have apparently
yet to be explored. The toughness of the new plastic has
suggested its use in the form of extruded tubing, and it has
the added desirable properties of flexibility and resistance
to oils, chemicals, and heat. In the field of electrical insula-
tion moulded nylon units have been employed with success,
and the new plastic is also being used in solution form for
special insulation work; it is stated that electrical wires
are coated with the material by being run through the
coating solution at the rate of a mile a minute.
In the more domestic spheres of application, strips of
nylon have been used on outdoor furniture, where they
have stood up well against weathering and ageing action.
This weathering property and ability to resist chemicals
has also encouraged the application of this plastic in the
experimental production of zip fasteners. It is likely that
the application pioneered by the toothbrush will be ex-
tended in many spheres, especially where brushes and bris-
tles have to withstand severe treatment and come in con-
tact with chemical reagents. It is stated that tapered nylon
paint brushes wear at least three times as long as brushes
made of pig bristles.
INDUSTRIAL ELECTRONICS
From Mechanical Engineering, (New York), November, 1943
At a conference on industrial electronics, Schenectady,
N.Y., Sept. 14, 1943, which reviewed what electronics has
done, is doing, and can do in industry, it was pointed out
that hundreds of electronics equipments are now available
to industry to help do jobs better and to take over jobs
that could not be done otherwise. Welding, heat-treating,
positioning, speed-matching, current and voltage control,
temperature control, colour matching, motor control, in-
spection and counting, process control, measurements and
testing, power rectification and frequency changing, indus-
trial X rays, precipitation, and decorative lighting are some
of the fields falling within the scope of this equipment.
Speakers at the conference were : L. A. Umansky, assistant
manager, industrial-engineering division, General Electric
Company, who spoke on the broad aspects of industrial
electronics; W. C. White, engineer of the electronics labora-
tory, who told of the variety and types of electron tubes
available for industry; L. W. Morton, of the industrial-
engineering division, who covered electronics in power con-
version and frequency changing; W. C. Hutchins, manager,
special-products division, who told of the application of
electronic measuring equipments, J. P. Jordan, electronics
section, industrial-heating engineering division, who de-
scribed electronic heating; and E. H. Alexander, engineer,
industrial-control division, who discussed electronic controls.
W. C. Yates, assistant manager, industrial division presided.
In pointing out how electronics has already come to
maturity in industrial operations, Mr. Umansky said that
1943 will see 25 billion kilowatt-hours of electrical energy
passing through electronic devices. He told how the appli-
cation of electronics has brought about changes in many
manufacturing industries and gave as an example the con-
tributions of electronic control to bring previously unknown
precision, speed, and reliability to resistance-welding opera-
tions, thus making possible the mass-production fabrication
of many of to-day's implements of war.
"No one familiar with industrial engineering," he said,
"considers any longer as a daring or pioneering feat the use
of electron tubes for accurately controlling the speed or
acceleration of motors, for precision positioning a sheet of
paper on a printing press; for colour matching; for control-
ling wire tension; for smoke detection; or for temperature
control — to mention a few of the hundreds of electronic
applications that have passed from the laboratory to the
factory stage."
Mr. Umansky pointed out that he looked upon electronics
as another tool — a very important one, to be sure — added
to a well-filled tool chest and to be used side by side with
other tools on hand. In the true perspective of things, elec-
tronics has taken its place as an equal partner, side by side
with other electric equipments, enhancing rather than super-
seding them.
Electronic Measurements
Mr. Hutchins described a few of the many electronic in-
struments available to industry to perform a wide range of
testing and measuring. He told about the new electronic
winding-insulation tester which is helping to make better
motors. By simulating unusual stresses to which the motor
may be subjected after installation, such as those caused
by lightning or switching, this instrument makes it possible
to detect damaged insulation in the motor windings.
The measurement of sound is essential in the manufacture
of quiet operating apparatus, whether it be an air-condition-
ing equipment in a theater or war equipment that must be
quiet to prevent giving away the positions of our soldiers
to the enemy. A sound-level meter, utilizing a specially
designed microphone in combination with an electronic cir-
cuit, has made it possible to convert the noise or minute
sound pressure waves to an accurate numerical value.
The electronic vibration-velocity meter has made it pos-
sible to measure and analyze vibrations in high-speed
machines more accurately than was possible without the
use of the electron tube.
Heat exchangers, with water flowing through tubes and
air passing over the outside, are required for the operation
of submarines and battleships. Since a leak in one tube may
cause thousands of dollars damage, testing of these brass
tubes became important in manufacture. After conducting
every conventional test, faulty tubes were still getting into
the finished heat exchangers. The replacing tube cost only
$1, but the cost to install the tube amounted to $250. A
tube flaw detector, a high-frequency electronic equipment
was installed. The saving resulting from the rejection of
tubes with flaws before the tubes were installed, saved the
price of the installation in less than three months, and
speeded up production.
"The science of electronics," said Mr. Hutchins, "has
enabled the engineer to build equipment that is almost
human in that he has practically duplicated four of the
human senses. To illustrate, the mercury-vapor detector
simulates the sense of smell; the sound-level meter the sense
THE ENGINEERING JOURNAL December, 1943
685
of hearing; the vibration meter the sense of touch; the
photoelectric tube the sense of sight, even to the extent of
distinguishing colours more accurately than is possible with
the human eye."-
SUBMACHINE GUN, M3
From Army Ordnance, Sept. -Oct., 1943
Abstracted by Mechanical Engineering, November, 1943
In an article by Col. René R. Studler describing briefly
the new submachine gun, M3, now the standard sub-
machine weapon of the U.S. Army, considerable space is
devoted to the method by which it was brought into being
and the tests to which it was subjected before its adoption.
The need for such a weapon as the M3 submachine gun,
according to the article by Colonel Studler in the September-
October issue of Army Ordnance, was first foreseen in July,
1942, when it became evident that production capacity then
available for submachine guns of the type required under
war conditions was inadequate to meet the growing demand
for such weapons. Expansion of existing facilities was out
of the question. Machine-tool capacity was even then being
diverted to high-priority projects. What was required, in
effect, was a gun of improved performance characteristics
that used neither the raw materials nor the machine tools
normally required in gun manufacture.
Within four months an experimental gun which met these
almost impossible requirements was ready for test. After
engineering tests indicated that the new gun had extra-
ordinary possibilities, it was tested in rapid succession by
the Infantry, Parachute Troops, Amphibious Troops,
Armored Force, and the Tank Destroyer Command.
The Infantry reported that in comparison with standard
weapons the new submachine gun was more accurate,
easier to control, had less recoil, and a slower rate of fire
which made each shot more effective. The Parachute
Troops preferred it because of its lighter weight and col-
lapsible stock. The Amphibious Troops found that rain,
salt spray, or even complete immersion in sea water had
little effect on its reliability during landing operations. The
Armored Force reported that even under conditions of
excessive dust incident to tank operations in the desert it
could be depended on to deliver accurate deadly fire. The
Tank Destroyer Command found that its sturdy all-metal
construction stood all the battering that a high-speed
motorized gun mount could give. At the climax to this
series of tests the Ordnance Department stated that it was
superior in all respects to every comparable foreign weapon.
So overwhelming was the superiority of the new sub-
machine gun that it would not be possible to supply
American soldiers with any other submachine gun and
maintain a clear conscience. So carefully planned was the
design and so well organized was the procurement program
that less than ten months after the need for a new sub-
machine gun was first established, the weapon was coming
off the assembly line in large quantities and at an ever-
increasing rate.
At 10.00 a.m., on April 30, 1943 the first of the U.S.
Army's new guns came off the production line. Known
officially as the M3 submachine gun, this weapon at first
glance resembles the equipment used by "Buck Rogers."
The outstanding features are: Reliability of functioning,
accuracy, portability, a low rate of fire, and endurance
when operating under adverse conditions of mud, dust, and
water. When it is field-stripped it can be packed in a box
12% x 7K x 3>%A inches. No tools are required in taking the
gun down or assembling it. This weapon is simplicity itself.
When disassembled there are only 25 component parts and
73 pieces made by the manufacturer (less magazine). It is
all-metal, fabricated mainly from stamped parts to take
advantage of speed and economy of manufacture and
assembly. As standardized, the M3 uses the standard
caliber 0.45 ball-cartridge ammunition. A magazine feed of
30-shot capacity will fire at the rate of 450 rounds a minute.
The new gun employs the straight-blowback full-auto-
matic principle. Single shots can be made by the quick
depression and release of the trigger. This is possible because
of the slow motion of the bolt and the low rate of the fire.
The bolt has a fixed firing pin and is so designed that the
excess energy from its forward motion is expended simul-
taneously with the explosion of the cartridge. This available
energy is to counteract the muzzle rise in recoil of the
weapon, thus improving accuracy of fire. This gun has an
8-inch barrel, a sliding removable stock, and weighs eight
pounds (less magazine). All working parts are fully enclosed
to protect them from dirt, dust, mud, and water. There
are no projecting moving parts to endanger the operator.
The ejection port cover is also a safety device to insure a
closed safe gun when it is not in use. The safety lug on the
cover, when it is closed, locks the bolt on an empty chamber
when it is forward. In the cocked position, the safety lug
holds the bolt back off the sear and makes the sear and
trigger both ineffective.
When this new M3 was standardized, former standard
submachine guns were classified as limited standard. This
action will gradually release facilities making the former
weapons for the manufacture of other necessary items. This
is possible because the M3 submachine gun can be produced
without complicated machine tools, and since most of the
components are made by the metal-stamping process, many
facilities equipped to do this type of work, which have been
previous^ unable to take part in the war effort, can be utilized.
The savings involved in switching to the exclusive manu-
facture of the new gun are enormous, whether viewed from
the standpoint of money, man-hours, or machine tools.
The first submachine gun bought by the army in 1928 cost
upward of $200. Fifteen years later, after several hundred
thousand had been made, these same guns with compara-
tively few modifications cost about $40 apiece. Contrast
these figures with a unit cost of less than $20, a 50 per cent
reduction in man-hours, and a 25 per cent reduction in
machine-tool requirements for the new submachine gun and
you have a combination which means dollars to the tax-
payer, manpower to the Army, machinery to the manufac-
turer, and trouble to the Axis.
BEST U.S. FIGHTER, THE MUSTANG
From Trade and Engineering (London, Eng.), October, 194H
The best fighter aircraft yet produced in the United States
— certainly the best so far delivered to the R.A.F. — is the
North American Aviation Company's Mustang. It has al-
ready proved its quality with the R.A.F. Army Cooperation
Command and has been described as the fastest army co-op-
eration aircraft in the world. It is ideally suited for its
specialized work, being a low altitude machine, very fast
and manoeuvrable and possessing heavy armament. The
makers' name is the N.A. 73 Apache.
The Mustang is in service in this country in two versions,
the earlier of which had one Allison V-1710-39F3R 12 cyl-
inder liquid cooled engine, giving 1,150 hp. at 12,000 ft. at
3,000 r.p.m. The later version has a Rolls-Royce Merlin 61
engine made by the Packard Company of America. Standard
equipment is a Curtiss three-bladed constant-speed electric
airscrew. Maximum speed with the Allison engine is put at
370 m.p.h. at 13,000 ft. and 320 m.p.h. at 1,000 ft., but with
the Merlin engine the speed is higher. Armament consists
of eight Browning machine-guns, including two of 0.5 calibre.
A low-wing monoplane, the Mustang weighs 7,708 lb.
loaded and only 5,990 lb. empty. Principal dimensions are
as follows:— Span, 37 ft.; length, 32 ft. 2 in.; height, 8 ft,
8 in.; wing area, 235.75 sq. ft.; aspect ratio, 5.94; and track,
11 ft. 10 in. One unfortunate thing about the Mustang is
its close resemblance to the Me. 109. With its square wing
tips it has set a problem of identification for many mem-
bers of the Royal Observer Corps and others.
During the fighting in Sicily the Mustang made an appear-
ance in a new guise. This version, which is known as the
A. 36, was fitted with diving brakes and carried out duties
very much like those of a dive-bomber. Italian and German
prisoners confirmed that it was most successful, causing
great destruction by its swift dives and accurate bombing.
686
December, 1943 THE ENGINEERING JOURNAL
FIFTY- EIGHTH
ANNUAL GENERAL MEETING
AND
GENERAL PROFESSIONAL MEETING
THE ENGINEERING INSTITUTE OF CANADA
Quebec -
^ItWiideuf, and fylida4f>...
QeUuanAf 10tk and 11th, 1944
All Sessions will be helcfat the Château Frontenac
PRELIMINARY PROGRAMME
A.M.
Afternoon-
and
Evening
-Annual Business Meeting
President's Retiring Address
-Session on Post- War Planning. — The theme
of this session is the belief that the best an-
swer to extremist policies is a clear statement
from employers, with supporting evidence,
which will assure workers of a reasonable
chance of employment and security without
resort to exaggerated procedures and unproven
policies.
A.M. — "The Design of the Shipshaw Development,"
by Dr. H. G. Acres
P.M. —"The Steam Plant at Arvida," by M. G.
Saunders
A paper on Electronics
A paper on Industrial Relations
Evening — Annual Dinner and_Dance
«See tUe flatuta/Uf flowituU jpsi f^uU detaili
From Month to Month
THE FIFTY-EIGHTH 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 1944 will be convened at Headquarters at
eight o'clock p.m. on Thursday, January 27th, 1944, 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 Chateau Frontenac,
Quebec, at ten o'clock a.m., on Thursday, February 10th,
1944.
THE INSTITUTE MOVES FORWARD
The history of an organization can be traced by the
amendments to its by-laws. As the field of usefulness ex-
pands, the limitations of by-laws must be extended also.
This is progress. The Institute now stands on the threshold
of great changes — all of these in line with the established
policy of service to the profession. The additions and changes
are sponsored by Council itself, after unanimous approval
had been given at many Council meetings in many parts
of Canada.
The proposals which are printed herewith will be pre-
sented by Council at the next annual meeting in Quebec.
If approved there they will go to ballot of the membership
early in the year. Council asks the support of all members
in considering these far-reaching recommendations.
One amendment provides for the appointment to the
Council of the Institute of a representative of each pro-
vincial professional organization with which the Institute
has a co-operative agreement. The purpose of this proposal
is to provide a further effective means of bringing about
genuine and complete co-operation. It is felt that by thus
integrating the administrative groups the usefulness of each
can be increased. It is a logical next step in the desired
unification of effort on the part of technical and professional
societies.
Another proposal calls for a new by-law whereby co-
operation can be carried forward with sister societies in
Canada, the United States and England. This proposal is
more limited in its scope than the one mentioned above,
and does not envisage a common membership, which is the
principal feature of the agreements with the provincial
bodies. Such common membership would be difficult to
arrange with a group of societies whose standards of ad-
mission vary over such a wide range; nevertheless the pro-
posed by-law makes provision for it, without in any way
sacrificing the professional status of membership in the
Institute.
This proposal is made by Council in the belief that con-
tractual agreements with sister societies will go a long way
towards bringing about a better understanding of the pur-
poses of each organization in its specialized field, and a
further discover}^ of interests common to both that can be
best developed by common effort.
The proposals to change the by-laws affecting Student
membership is based on recommendations received from
branches. Its principal purpose is to place in the hands of
each student a copy of The Engineering Journal, to the
end that a contact will be established, sufficient to hold
the young engineer to the society after he leaves college.
The records show that those who subscribe to the Journal
go on to Junior membership in greater number than those
who do not. It is hoped that this closer contact will enable
the Institute to do more for the student and young engineer.
These changes are the culmination of many years of pre-
liminary work. Council has proceeded slowly so that it
might be certain that the changes were in the best interests
of the Institute and that the membership would have some
desire for them before they were asked to vote. It is believed
that all proposals will be well supported.
News of the Institute and other
Societies, Comments and Correspon-
dence, Elections and Transfers
AMENDMENTS TO BY-LAWS
In compliance with the requirements of Section 80 of the
By-laws, notice is hereby given to all corporate members
of the introduction by Council of the following new by-law
and amendments to existing by-laws. These proposals will
be discussed at the next annual meeting in Quebec City,
on February 10th, 1944.
Proposed New By-Law 82
Notwithstanding any other by-law of the Institute,
the Council may enter into an agreement with any
Canadian, British or American society or societies of
engineers for the purpose of carrying out all or any of
the objects of the Institute in co-operation with any
such society or societies, and without limiting the
generality of the foregoing, any such agreement may
provide for all or any of the following:
(a) The admission of those belonging to any
classification of membership of either party to the
agreement to the classification of membership of the
other to which his qualifications entitle him, or to
any privileges, the enjoyment of which it may offer;
(b) The amount and method of collection of en-
trance fees, if any, and other fees, whether joint or
several, payable to the parties to the agreement or
either of them;
(c) The appointment of a representative of the
one party who is a member of both organizations to
the Council or governing body of the other;
(d) The termination of the agreement;
Any such agreement before the execution thereof,
shall be published in the Journal of the Institute and
shall become effective only upon approval of the
same by:
(1) The affirmative votes of at least two thirds of
the members of the Council, cast by letter ballot; and
(2) Resolutions of the respective Executive Com-
mittees of a majority of the Branches of the Institute;
and
(3) A resolution enacted at an Annual General
Meeting of the Institute, or at a Special General
Meeting, the notice of which, in either case, has
stated that such resolution shall be proposed at such
meeting.
Section 29. Add — "and one councillor from each
society or association with which the Institute has a
co-operative agreement as described in Sections 78
and 82 of the by-laws, as such councillors are ap-
pointed."
Section 31 . Add — "A vacancy in the office of councillor
appointed by a society or an association with which the
Institute has a co-operative agreement as described in
Sections 78 or 82 of the by-laws, shall be filled by the
said society or association."
Section 78. Add — "The association shall have the
right to appoint a representative to the Council of the
Institute who shall enjoy all rights and privileges as
described in Section 32 of the by-laws, and who shall
be a corporate member of the Institute."
Add at the end of the first paragraph after "regard-
ing'^— "all or any of the following"
Section 22. Delete — "and Students who shall have
the option of subscribing to the Journal at the above
rate,"
And include — "and Students who shall pay one
dollar per annum."
688
December, 1943 THE ENGINEERING JOURNAL
SKETCH OF HEADQUARTERS BUILDING
The picture of Headquarters shown on the cover of the
October Journal has been reprinted in enlarged form suit-
able for hanging in the home or office. Many members have
expressed an interest in having a copy and a small number
have been reproduced in sepia on heavy paper measuring
14% x 18M in.
These are to be sold at fifty cents a copy, which includes
mailing cost. It is not necessary to send any remittance —
the amount will be charged to your fees account if you so
desire.
The original sketch was made by Vernon H. Bailey, of
New York, a distinguished American artist, whose drawings
are well known in America and Europe. The Institute was
extremely fortunate in having him do the work, and is
greatly indebted to the friend who made it possible. The
original has been presented to the Institute and will be
hung on the walls at Headquarters.
Only a small number of prints have been made. If there
is any large demand there will have to be an additional
printing. Please let us know quickly if you are interested.
WARTIME BUREAU OF TECHNICAL PERSONNEL
Female Technical Personnel
When the Technical Personnel Regulations (P.C. 638,
1942) were first put into effect, it required some time for
employers of technical persons to become familiar with the
requirements of the regulations and with the procedure set
up to administer them. Although the order itself was clear
enough in referring to "persons", rather than to men or
male persons, many queries were received as to whether it
covered women whose qualifications brought them in the
category of technical personnel.
By publicity, particularly in technical and professional
publications, by interview and by many contacts with
industries and universities, the full details of the regulations
and the details of their administration have become more
and more widely known. This is strikingly illustrated in the
case of female technical persons. In the seven months —
April to October of 1942 — permits were issued for the em-
ployment of 91 women. The figure for the corresponding
period in 1943 is 598. (It is interesting to note that about
one in six of these women is married.)
University Science Students Regulations
With the opening of a new academic session, it has been
necessary to put in motion the machinery for allocation of
the graduating classes in science and engineering — class of
1944. Complete final nominal rolls are being secured, as
well as registration by means of the Bureau's questionnaire.
A meeting has been arranged for an early date with the
Joint Committee from the three Armed Services to discuss
their requirements and to set up a procedure for the early
selection of candidates from among those volunteering for
the various services.
Monthly Statistics
During the month of October, 1620 interviews were
granted by the Bureau's staff, 162 questionnaires were
added to the files, and 354 permits to employ technical
personnel were issued.
REGISTRATION IN ENGINEERING COURSES
AT THE UNIVERSITIES
The accompanying tabulation of engineering students
registered at the various universities shows a few changes
from last year, the principal one being in the total registra-
tion. Last year this figure was 4,968, whereas this year it
is 4,46L This is a substantial decrease which is difficult to
understand in view of the increased demand for engineering
graduates/^ .^
The difference in total figures is more than accounted
for by the reduction in the number taking the general course,
which in reality is the first and in some cases the second
year group. Last year's figure was 2,206 against this year's
figure of 1,573. Mining and metallurgy show slight decreases,
whereas electrical, mechanical, physics and forestry show
the greatest increases.
The largest registration is now in electrical, although it
exceeds mechanical by only one. Chemical is a' very close
third, being only fifteen less than electrical. These three
are by far the largest groups of all.
All universities are giving special courses for the armed
services so that in spite of the falling off of students in the
regular courses, the attendances are larger than ever.
Univeh-
8ITY
S
V
09
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3
a
O
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<a
a
9
o
8
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u
G
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toi
i 9
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-
9
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h
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la
bC
G
'S
si
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a
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>>
JS
-
C3
O
Nova
Scotia
Technical
College . . .
Total
1st
2nd
3rd
4th
82
85
55
47
269
151
76
7
7
13
15
4
8
1
10
13
2
11
36
2
2
25
21
14
13
10
23
24
12
9
6
51
4
4
8
15
15
J2
13
6
8
14
25
37
21
13
96
25
11
4
4
44
12
21
18
18
13
6
2
9
30
11
17
13
11
52
11
12
23
3
3
29
30
1
1
2
i
5
"ï
6
4
3
7
2
3
3
1
9
2
2
5
2
1
3
6
34
33*
67
New
Brunswick
Total . . .
1st
2nd
3rd
4th
62
55
32
28*
177
Laval ...
Total...
Ecole
Poly-
tech-
nique de
Montreal
Total . . .
1st
2nd
3rd
4th
1st
2nd
3rd
4th
5th
1st
2nd
3rd
4th
5th
58
50
24
31*
163
82
85
55
47
44*
313
McGill....
164
116
80
97*
1*
Total
227
41
60
25
33
59
8
5
458
Queens
Total
1st
2nd
3rd
4th
239
163
402
25
25
50
11
9
20
17
18
35
3
1
4
37
27
64
10
10
20
11
6
17
9
7
16
37
36
22
15
110
239
163
123
103*
628
Toronto. . .
Total...
1st
2nd
3rd
4th
5th
9
12
5
3
5
34
100
76
47
55
278
52
54
38
33
177
50
54
51
25
180
2
1
2
5
59
84
61
50
254
8
18
17
U
54
7
1
6
10
24
324
336
249
202*
5*
1116
Manitoba .
Total...
1st
2nd
3rd
4th
119
83
202
12
5
7
9
33
14
20
34
27
23
50
131
88
48
52*
319
Sas-
katche-
wan
Total
1st
2nd
3rd
4th
162
162
3
5
2
10
"i
"h
9
ii
8
15
34
36
11
11
58
io
i
14
86
42
33
161
26
8
7
41
162
176
74
77*
489*
Alberta.. .
Total...
1st
2nd
3rd
4th
34
13
19
66
20
14
10
44
50
20
12
82
10
6
6
22
é
1
4
114
5S
48*
218
British
Colum-
bia
Total...
2nd
3rd
4th
5th
182
129
311
21
24
45
19
10
29
26
19
45
4
4
4
2
6
31
27
58
1
6
7
8
182
129
108
94*
513
Grand
Total
1573
7
10
108
9
571
484
579
18
86
29
622
94
94
177
4461
'Indicates those graduating in the spring of 1944 — Total 816.
THE ENGINEERING JOURNAL December, 1943
689
SOCIETY OF NAVAL ARCHITECTS AND
MARINE ENGINEERS
Semicentennial
On November 12th, 1943, this society celebrated its
fiftieth anniversary at a banquet held in New York. On this
occasion, greetings and congratulations were conveyed on
behalf of the Institute in the form of an illuminated address
which read as follows:
To — The Society of Naval Architects and Marine
Engineers on the Occasion of Its Fiftieth
Anniversary — November, 1943
The Engineering Institute of Canada
Conveys its most cordial greetings and expression of
admiration and respect for the splendid accomplishments
of the Society in the highly specialized field of its endeavour.
The past fifty years have seen astounding developments
in all branches of engineering and doubtless the future holds
even more opportunities and responsibilities for all. It is a
satisfaction and comfort to know that a Society such as
yours with its wealth of accomplishment and experience
stands ready to give continued leadership through these
portentous times. The Institute looks forward with pleasure
to the privilege of further association with the Society and
expresses the confident hope that the outstanding attain-
ments of the past are but a prelude to the future.
SOMETHING FOR YOUR LIBRARY
The Deputy Minister of Transport has informed us that
there are copies of the "Report of the Board of Engineers"
on the Design and Construction of the Quebec Bridge still
available. These two volumes were published in 1918 and
give a very complete and interesting account of the Quebec
Bridge construction from 1908 to 1918. At the price for
which they are being offered the supply should be exhausted
shortly.
Volume one gives a very interesting history, including
the disaster of the first bridge, and contains many wonderful
photographs of the new bridge in the shop and in the field.
Any engineer would enjoy reviewing this important and
interesting history of development in Canada.
The following letter from the Deputy Minister of Trans-
port, Lieut. -Commander C. P. Edwards, o.b.e., m.e.i.c,
tells the story in some detail. The Journal is very pleased
to bring this to the attention of its members.
Dear Sir:
The Department of Transport has a large number of
copies of the "Report of the Board of Engineers" on the
Design and Construction of the Quebec Bridge, which was
published in 1918.
We are anxious to increase the circulation of this publi-
cation and dispose of as many copies as possible, and it
occurs to me that the report might be of interest to your
members and to engineering libraries. It is proposed to
dispose of the reports, consisting of two volumes, for the
nominal price of One Dollar, to cover postage and wrapping,
although previously they were sold for a sum far in excess
of this amount.
You might wish to bring this matter to the attention of
your members, either through your column "Book Notes"
or "Library Notes" of The Engineering Journal, or through
any other medium you think advisable. Any publicity given
to this matter should include the notice that the publication
is also available by application to the Distribution Branch
of the Department of Public Printing and Stationery.
I am, forwarding under separate cover, for your informa-
tion, a set of the two volumes of this publication.
Yours very truly,
C. P. Edwards,
Deputy Minister.
WASHINGTON LETTER
There seems to be little doubt in Washington that the
European war is moving into its final stages. The odds on
an early collapse are improving on Wall Street. The warn-
ings of hard and bitter fighting yet to come are noted but
a speedy time-table is still held to be the best bet. This
belief is producing some interesting results. Interest in post-
war reconstruction has increased tremendously. The War
Production Board is thinking more and more in terms of
conversion and readjustment. The President has called a
special meeting of a carefully picked group of leading in-
dustrialists. British business leaders have returned Mr. Eric
Johnson's visit to the U.K. The amazing "Bernie" Baruch
has entered the post-war planning lists. The Defence Plant
Corporation is hard at work on the problems of converting
some nine billion dollars worth of plants. The Committee
for Economic Development and the Chamber of Commerce
are quickening the tempo of their investigations. In Canada,
Mr. Howe speaks optimistically about solving the
problems of conversion. In spite of much activity, how-
ever, there still seems to be a disturbing lack of concrete
plans and actual blueprints. The magnitude of the conver-
sion problem is illustrated by a recent statement regarding
the aircraft industry. It is said that the aircraft industry
is approximately a twenty billion dollar a year industry,
whereas the automobile industry at its best only amounted
to about three and three-quarter billions a year. The prob-
lem of the cancellation of uncompleted war contracts is
causing concern. The U.S. Chamber of Commerce estimates
that almost seventy-five billion dollars worth of uncom-
pleted contracts are outstanding and a Post-War Adjust-
ment Commission is being advocated.
* * *
In connection with actual physical plans for reconstruc-
tion, the vast and comprehensive plans for the rebuilding
of London appear to be taking on concrete form. Much
work has been done and a number of reports have been
prepared over the last few years. Lord Reith, when minister
of works, set in motion the Scot and LTthwatt Committees.
Several excellent plans have been presented by the Modern
Architectural Research Society and also by the Royal
Academy. This last summer saw the publication of the
Royal Institute of British Architects and, finally, the official
London County Council Plan. The Plan is a long term one
and will require about fifty years to implement. Decentral-
ization of population is one of the main parts of the plan
with the establishment of outlying suburban districts (if
about one hundred thousand inhabitants. These suburbs
are to be linked by arterial highways and separated by
green belts or parkways. The plan leans towards houses
rather than apartments and horizontal rather than vertical
developments. One of the interesting features is the main-
tenance and improvement of cultural points of interest.
St. Paul's will stand in open park land. The British Museum
will be the centre of an "island" closed to all except local
traffic. It is also the intention of the plan to re-identify old
and historic villages long since absorbed and lost in London's
congestion. Local centres, based on the British idea of com-
munity precincts, will be as self-contained as possible with
their own shopping, amusement and cultural facilities and
with their own light industrial areas. Like all other plans,
however, it still lacks the necessary legislative action. The
Plan has official backing but not official approval. Post-
war plans all over the world are waiting for a clear definition
of the intentions of central governments.
* * *
The recent reorganization within the Foreign Economic
Administration is also indicative of a change in the fortunes
of war. Late in October, Mr. Crowley announced what he
termed the "most far reaching consolidation of Government
agencies of the war" — bringing under one direction all
foreign economic operations formerly carried out by some
six different agencies. It was a much more sweeping reor-
690
December, 1943 THE ENGINEERING JOURNAL
ganization than had been envisaged in September. Mr.
Crowley, who has a banking background, has called in
several of his chief aids from outside Washington circles.
The streamlined agency will operate through two main
branches — Supply, including an Import and an Export sub-
division; and Planning, including divisions for Relief, War
and Programmes.
Another sign of the times is the establishment of the
United Nations Relief Administration. U.N.R.R.A. is at
present holding its first big conference at Atlantic City.
Most significant of all, of course, were the announcements
made as the result of the Moscow conference and Mr. Hull's
assurances that the conference marked the end of power
politics and set the world on the way of international col-
laboration. The establishment of the European Advisory
Commission is now under way and it is interesting to note
that Britain may accord ambassadorial status to her repre-
sentative. All people with a soft spot for Austria will have
noted with interest that, in some senses, she is to be treated
as an occupied country.
An apparent contradiction is to be found in the concern
regarding the man-power situation — particularly in the air-
craft industry. The explanation, of course, arises from the
fact that the optimism has to do with the European war
only. The possibilities of a national service act are being
discussed but the problem may solve itself.
* # *
Discussing his return to his own company the other day,
a friend of mine said, 'After Washington, I'll need a several
months reconditioning course." This is very true. On the
one hand, the sense of urgency and excitement which per-
vades all activity in Washington may be a stimulant hard
to replace. On the other hand, red tape and frustrations
may condition an acceptance hard to live down. Washington
is one of the important centres of the world and there is a
great temptation to associate one's self with events merely
because of physical presence or to forget that one is seeing
the well-known Mr. X in a capacity and not as an individual.
E. R. Jacobsen, m.e.i.c.
CORRESPONDENCE
Training Engineers for Public Life
The Editor,
The Engineering Journal
Dear Sir:
In the September issue of The Engineering Journal you
republished an article entitled "The Civic Morals of
Science" written by the president of Lehigh University and
I would like to congratulate you for publishing this stimu-
lating article. I am not informed as to the statements made
in the United States which, according to the first paragraph
of the article, are to the effect that "education in science
and technology must have an infusion or leavening of the
liberal arts in order to be bénéficient rather than male-
volent influences in civic morals." I am, however, in a
position to state that there is, among Canadian engineers,
a fairly widespread feeling that a broader education for
engineers is advisable. The thought behind this feeling does
not in any way resemble the thought expressed in the
quotation above.
The article to which I am referring stresses at considerable
length that the scientifically trained person, especially one
trained in pure science or engineering, has a sounder under-
standing of moral values than one who has not been so
trained. I think that we can agree that persons so trained
are probabby the best equipped for clear thinking although
perhaps even this is going too far and it might be better
to s,iy "at least as well equipped" because legal training
is aiso conducive to clear thinking. Perhaps we can go a
step farther and agree that persons so trained, who deal
wi^h nature and with fundamentals, acquire an inherent
honesty of thought. Why then do many engineers in Canada
think that engineering curricula should be broadened ?
Their opinion is that the clear thinking and honesty of
thought of these men should be made available for the pur-
pose of assisting in civic, in provincial and in national affairs.
Engineers in public life are just about as rare as engineers
in penitentiaries as cited in the article to which I refer. If
we accept the premise that engineers and scientists are, in
the main, honest and clear thinking the obvious remedy is
to have more men with scientific or engineering training
enter public life, and the idea of broader training is to
better fit them so to do.
The average engineer is not vocal except in regard to
technical matters. He is not trained in public speaking and
is not used to it. When he leaves university he has little
background of history, little facility for public speaking,
an antipathy to publicity and little, if any, knowledge of
his responsibilities in regard to public affairs.
How many young engineers, or even how many engineers
young or old, wish to submit themselves to the publicity
of an election campaign be it civic, provincial or state,
dominion or federal ? It would appear that in order to
overcome this inertia a broader training is necessary to the
end that more of them will find their way into public life
where their honesty of purpose and of thought may be of
incalculable value, not only in the administration of public
affairs, but also in raising the standards of thought and
of honesty in public affairs and in subordinating political
expediency to sound administration and leadership.
The appointment of engineers to executive positions is
gradually becoming more frequent and a broader education
is likely to accelerate this comparatively recent development.
In Canada there are several committees studying the
various curricula to determine whether or not changes would
be beneficial, whether such changes, if advisable, could be
made within the usual four year courses, and if not whether
a five year course should be adopted.
Yours truly,
J. B. de Hart, m.e.i.c,
Department of Natural Resources,
Canadian Pacific Railway Company.
Calgary, Nov. 3, 1943.
The above letter will meet with approval from most readers
of the Journal. It is quite true that not as many members
of the engineering profession submit themselves to nomina-
tion for public office, although there are many more mem-
bers in provincial and federal houses than most people re-
alize. Still, in comparison to the legal profession the number
is not great.
There are people who maintain that the engineer will
never be an outstanding success in politics due to the fact
that his training is all wrong for such a calling. Direct
methods based on fundamental facts and sciences without
influences from extraneous considerations are not the meth-
ods that usually lead to success in politics. Perhaps if the
whole house were set up on this basis or if the public de-
manded more of this type of thinking, the engineer would
be more readily accepted for public office.
The correspondent leaves himself open to some criticism
when he touches on the engineer's ability to do public
THE ENGINEERING JOURNAL December, 1943
691
speaking. It is doubtful if the members of any other pro-
fession do any better, and in that statement should be in-
eluded the legal and theological groups as well. It is probably
a mistake for the engineers to go about telling each other
and the public that they are inarticulate or are not trained
in public speaking. Who is trained in public speaking ?
While it is not a part of the engineering curriculum, neither
is it a great part of the curriculum for any other profession.
— Ed.
Naval Architecture Course Advocated
The Editor,
The Engineering Journal.
Dear Sir:
Considerable publicity has been given recently to the
phenomenal growth, during the past four years, of ship-
building in Canada. Now a major industry in this country,
the tonnage output of new vessels has reached a figure
which, before the war, would have appeared highly improb-
able if not impossible. In the last war, Canadian shipbuild-
ing received a strong impetus, but the post-war slump saw
a rapid decline in new construction until most of the ship-
building yards either closed down or else just managed to
struggle along with a mere fraction of their former output.
The general opinion now held in shipping circles is that
this time the industry has come to stay. After the war, of
course, the present rate of construction is not likely to be
maintained, but certainly Canada should produce an appre-
ciable proportion of world new tonnage.
Apparently little, if any, thought has been given towards
the training of young men for this highly skilled profession.
If Canada is to continue to build ships — and doubtless the
competitive factor will strongly affect the post-war picture
— we must have a constant supply of young men entering
the profession of naval architect, thoroughly trained and
qualified to design, as well as to supervise construction, just
as our graduates in every branch of engineering provide
the annual additions to the designing staffs of other indus-
trial concerns.
Canadian universities offer courses in civil, chemical, elec-
trical, mechanical and other branches of engineering. Gradu-
ates of engineering colleges throughout the Dominion have
proved their worth and the high quality of their training,
not only at home and in the United States but also in
Great Britain, South America and many distant lands. No
Canadian university offers a course in which students may
proceed to the degree of Bachelor of Science in Naval Archi-
tecture. No doubt the introduction of such a course after
the war in one of our universities would appeal to a number
of young men, either presently serving apprenticeships in
the shipbuilding' industry or who later will be attracted to
it. It is natural that the course should be given by a
university situated in a shipbuilding area; Halifax,
Montreal, Toronto and Vancouver are the only centres
which qualify in this respect.
Without such an opportunity, the future Canadian ship
designer must proceed either to the United States where
two well known courses are offered — at the University of
Michigan, Ann Arbor, and at the Massachusetts Institute
of Technology, Boston,— or overseas to one of three uni-
versities in Great Britain: Durham, Glasgow or Liverpool.
(Training for naval shipbuilding in England is largely under-
taken by the Royal Naval College, the products of which
usually become naval constructors).
One may ask how, without a large number of trained
naval architects available, it has been possible to build such
a large tonnage of both naval and mercantile craft during
the present war. The answer, of course, is that all these
vessels were designed by British shipbuilders and by British
naval constructors. This fact does not detract from the
vast accomplishment of hundreds of thousands of tons of
ships built to date (and more to follow) . Due to the perilous
situation with which we were confronted at the outbreak
of hostilities, it was urgently necessary that construction
should commence immediately. Perhaps it was not alto-
gether an accident that detailed drawings were quickly
available.
But that Canada should continue to accept designs after
the war from shipbuilding yards across the Atlantic is not
desirable. Firstly there will be greater national pride in the
vessel which is entirely the product of the brains and hands
of Canadian workmen, from the moment when ink is first
put to paper on the drafting board to the time when a
brand new ship goes on her trial trip. For less sentimental
reasons the designers should be Canadian: methods of pro-
duction must be adapted to the peculiarities of our climate;
standards and sizes of the constructional materials differ
from those used in Great Britain; the relative abundance
or scarcity of certain materials here in comparison with
those available elsewhere; all these and many other factors
affect the design of a ship.
It will not be disputed that Canadians are best able to
solve the local problems which will confront future ship
designers in this country. But they must be thoroughly
trained and qualified for the work.
A. L. C. Atkinson, m.e.i.c, m.i.n.a.,
Constr. Lt. Cdr., R.C.N. V.R.
Ottawa, Nov. 10, 1943.
About "Canada Moves North"
The Editor,
The Engineering Journal.
Sir:
For the past year and a half I have been privileged to
be closely associated with the Canol Project and the Alaska
Highway, travelling extensively in the Mackenzie District,
the Yukon and Alaska. Returning the other day from a
northern trip, I found the copy of your August issue which
you so kindly sent, and I read with some amusement and
some irritation Robert F. Legget's attack on Canada Moves
North. I am taking the trouble to comment on it only be-
cause some of his remarks are not only prejudiced, ill-in-
formed and misleading, but even impugn my integrity.
I object to Mr. Legget's charge that Canada Moves North
is "superficial" and that the author's style is that of a
"smart aleck." The book was painstakingly and honestly
written, backed by nearly two decades of study of and travel
in the Northwest Territories, in the hope that it would help
to banish misconceptions regarding that country and foster
its further development to the best advantage of Canada.
Having been employed by the Hudson's Bay Companj^'s
Mackenzie River transportation department for a short
time, Mr. Legget would naturally have a special interest in
its activities. But because I have taken issue with its fur-
trade policy, he assumes that the Hudson's Bay Company
is a pet anathema of mine, and he says that my tributes
to any good works of the Company are "grudging." This
is not so. He complains that I have given inadequate refer-
ence to the Company's transportation department. My best
reply to that one is that an article of mine on northern tour-
ist traffic and transportation which appeared in an American
magazine and which, augmented and brought up to date,
forms a chapter in Canada Moves North, was reprinted and
distributed in pamphlet form by the Hudson's Bay Com-
pany as an advertisement.
He says that "the frequently repeated adulation to Stef-
ansson will be cloying to the average reader; to those who
have studied the North, it is a good indicator of the value
of many of Mr. Finnie's opinions." I have been a serious
student of the North for many years, and one of the things
I have learned is that it is fashionable among some North-
erners and northern travellers to deride Stefansson. And
nearly all of those who deride him know neither him nor
his books. Such a man, having scoffed at Stefansson's works,
called my attention to an Arctic Manual published by the
692
December, 1943 THE ENGINEERING JOURNAL
U.S. War Department. "Now, there," he exclaimed, "is a
really valuable book!" Like many another government pub-
lication it was anonymous, but I happened to be aware that
its author was Stefansson. I do not always agree with
Stefansson and have had some lively arguments with him.
I deny that there is any adulation to Stefansson in Canada
Moves North; it simply gives him, along with others, a
measure of fair credit for the part he has played in the ex-
ploration and development of the Canadian Far North.
Mr. Legget seems to endorse, with reservations, my chap-
ter on the administration of the Northwest Territories, and
even embellishes it. The rest of the book, except the pictures,
annoys him. Perhaps if he were to read it more carefully he
would cavil less at fancied omissions. He accuses it of being
"only a partial picture" of the Northwest Territories, his
evidence being that the districts of Keewatin and Franklin
are listed but once in the index. Those names do not appear
more often because of their obscurity; they are seldom
used, and many people who are familiar with the Mackenzie
District have never heard of Keewatin and Franklin. But
it does not follow that the lands included in those districts
are neglected in the text: Mr. Legget could find a great
many references to Baffin Island, Ellesmere Island, Victoria
Island and other islands comprising the Franklin District,
and to parts of the country bordering the west coast of
Hudson Bay comprising the Keewatin District. He also
complains that the book does not cover northern Quebec,
albeit it is avowedly a study of the Northwest Territories
exclusively.
My declaration, "I do not recall ever having been seri-
ously inconvenienced there (in the Northwest Territories)
by cold weather and I have never been badly frostbitten,"
evokes a snort from Mr. Legget, who protests: "Such youth-
ful exuberance is interesting, even entertaining, but it is
unworthy of any serious consideration." Though Mr. Legget
refuses to believe it, my declaration is absolutely true. There
is nothing remarkable about it. There is no reason why any-
one need suffer from cold weather in the Far North, if he
is prepared for it, any more than in southern Canada or
parts of the United States where sub-zero temperatures
prevail in winter. Thousands of soldiers and civilian con-
struction workers in the North have found this out.
Mr. Legget hints that the popularity of Canada Moves
North is based on ignorance of the North, especially on the
part of reviewers. On the contrary, the book has been favor-
ably reviewed in all publications but this one (excepting the
Hudson's Bay Company's Beaver — a foregone conclusion),
and some of the most gratifying compliments have been
paid by men who know the North a lot better than Mr.
Legget does. The book has gone into a second printing,
and Northerners and northern project workers have been
among the best customers. Edmonton booksellers are con-
tinually running out of stock. On my northern trips since
the publication of the book, mounted policemen, trappers,
doctors, project workers, and traders — including those of
the Hudson's Bay Company — have told me of their appre-
ciation of it. One of the latter, who has spent more than a
score of years in the Mackenzie District, wrote to me: "Have
just finished reading Canada Moves North from cover to
cover. It was a real treat to read plain truths about the
country with no coating of veneer, and you have stated
nothing but the truth."
Canada Moves North was written months prior to and
without foreknowledge of the inauguration of the Alaska
Highway and the Canol Project. I have since derived con-
siderable satisfaction from the fact that the book presages
and advocates such development. Yet Mr. Legget dismisses
it in a sentence.
In his concluding paragraph Mr. Legget states : "Certainly
Canada is not going to 'move northward', as Mr. Finnie
suggests." In spite of Mr. Legget's scepticism, Canada is
moving north right now — and I am happy to be a witness.
Edmonton, Nov. 16, 1943. Richard Finnie.
The Editor,
The Engineering Journal,
Dear Sir,
Thank you for your courtesy in allowing me to see Mr.
Richard Finnie's interesting letter of the 16th November
before its publication. I hope that it will lead many more
to buy copies of "Canada Moves North" and to read the
review in question. Readers of the latter will then be able
to read my comments in their proper context.
Yours faithfully,
Robert F. Legget.
MEETING OF COUNCIL
A meeting of the Council of the Institute was held at
Headquarters on Saturday, November 20th, 1943, at nine-
thirty a.m.
Present: President K. M. Cameron (Ottawa) in the chair;
Past-President H. W. McKiel (Sackville); Vice-Presidents
L. F. Grant (Kingston), G. G Murdoch (Saint John, N.B.),
and C. K. McLeod (Montreal) ; Councillors J. E. Armstrong
(Montreal), E. V. Gage (Montreal), E. D. Gray-Donald
(Quebec), R. E. Heartz (Montreal), W. G Hunt (Montreal),
J. A. Lalonde (Montreal), N. B. MacRostie (Ottawa), G M.
Pitts (Montreal), and J. W. Ward (Saguenay); Presidential-
Nominee deGaspé Beaubien; Secretary-Emeritus R. J.
Durley, General Secretary L. Austin Wright, and Assistant
General Secretary Louis Trudel.
President Cameron expressed his pleasure at the large
number of out-of-town councillors in attendance, and ex-
tended a special welcome to Past-President McKiel and
Vice-President Murdoch from the Maritimes.
Committee on Professional Interests: In accordance with
the resolution passed at the October meeting of Council,
the general secretary presented a draft of a proposed new
by-law which would permit the Council of the Institute to
enter into a co-operative agreement with any Canadian,
British or American society of engineers. The first draft of
the proposed new by-law had been circulated to all coun-
cillors some time ago for comment and the final draft, as
nowsubmitted, has been approved by the Institute's lawyers.
The general secretary read the revised draft and, after
considerable discussion and, with a slight amendment, it
was unanimously resolved that the proposed new by-law
be approved for submission to the membership in accord-
ance with the provisions of Section 80 of the by-laws. It-
appears elsewhere in this issue.
Amendments to the By-Laws: In accordance with Council's
decision to sponsor amendments to the by-laws whereby the
governing bodies of provincial professional associations
which enter into agreements with the Institute pursuant
to by-law 78, shall have the right to appoint one of their
members to the Council of the Institute, the general secre-
tary presented proposed amendments to Sections 29, 31
and 78 which would be necessary in order to permit such
action.
Following a full discussion of the drafts submitted, it was
unanimously resolved that the proposed amendments, ap-
pearing elsewhere in this issue, to the by-laws, be submitted
to the membership in accordance with Section 80 of the
by-laws.
Co-operative' Agreement with A.S.M.E.: The general
secretary pointed out that one of the recommendations in
the co-operative agreement between the Institute and the
American Society of Mechanical Engineers which had been
adopted at the last meeting of Council as a basis for the
development of closer relations between the two societies,
was the establishment of a joint committee of six mem-
bers— three from each society — to investigate the situation
THE ENGINEERING JOURNAL December, 1943
693
and consider ways and means for promoting such co-
operation.
In order that the work of this committee could be tied in
to the work of the Commiteee on Professional Interests,
particularly for the next year or two, that committee, at its
last meeting, recommended to Council that the Institute's
representatives on the proposed joint committee should be
two members of the Committee on Professional Interests,
one of whom should be Councillor J. E. Armstrong, to-
gether with a third member resident in Toronto who is also
a member of the A.S.M.E. It was suggested that Mr. John
G. Hall would be acceptable as the third member.
The committee's recommendations were unanimously
approved, and it was decided that Councillor J. E.
Armstrong, Past-President J. B. Challies and Past-Coun-
cillor John G. Hall, of Toronto, should be asked to represent
the Institute on this joint committee.
In response to an inquiry, the general secretary stated
that following the appointment of the members of the
joint committee, an announcement regarding the co-
operative agreement would be made in the publications of
the two societies.
Proposal from the Dominion Council: President Cameron
reported that under date of November 3rd, he had received
a letter from the president of the Dominion Council of
Professional Engineers, inviting the Institute to send one
or two representatives to a meeting to be held in Montreal
on or about December 4th, for the purpose of discussing
further the proposal made last spring for the setting up of
a body "which would be recognized as spokesman for the
engineering and allied professions in Canada." A draft con-
stitution for such a body, to serve as a basis for discussion
only, had been drawn up and a copy had been submitted
to Mr. Cameron.
In acknowledging the letter, the president had pointed
out that a meeting of the Council of the Institute would be
held in Montreal on November 20th, at which time the
matter would be considered. In the meantime, he had sent
a copy of the letter and the proposed constitution to the
general secretary, and had suggested that he discuss the
matter with officers of the Institute, including members of
the Committee on Professional Interests.
As president of the Royal Architectural Institute of
Canada, Mr. Pitts was particularly interested in this pro-
posal which, in his opinion, did not go far enough. He
suggested that there might be some over-all co-ordinating
body which would be representative of all the professions,
including not only engineers but doctors and lawyers, etc.
The present proposal was not sufficiently inclusive.
The general secretary reported that the proposal of the
Dominion Council had been discussed at a recent meeting
of the Institute's Committee on Professional Interests, and
the president read the minutes of the meeting covering this
particular item. It was the opinion of the committee that
the proposals of the Institute, as set forth in the proposed
new by-law, which were the culmination of years of en-
deavour to bring about co-operation between engineering
groups, offered a more acceptable arrangement for co-
ordination than that now being advanced by the Dominion
Council.
The general secretary pointed out that the proposal of
the Dominion Council was not limited to engineering
groups. It went beyond engineers, and yet did not include
all other professions. The Institute's by-laws were now lead-
ing up to an affiliation of all engineering bodies which was
a matter of prime importance to the Institute.
Following considerable discussion, it was unanimously
resolved that the Institute accept the invitation of the
president of the Dominion Council to be represented at the
proposed conference, such representatives to be appointed
by the president.
Amendment to By-Laws re Engineering Journal to Stu-
dents: In accordance with Council's previous decision that
all Students should subscribe to The Engineering Journal
at a nominal charge of $1.00 per year, the amendment to
Section 22 of the by-laws, appearing elsewhere in this issue,
was unanimously approved for submission to the member-
ship in accordance with Section 80 of the by-laws.
Financial Statement: It was noted that the financial
statement to the end of October had been examined and
approved by the Finance Committee.
Repayment of Loan: The Finance Committee reported
that one of the members to whom a loan had been made in
1932 had recently returned the full amount. This is the last
of the loans made during the depression, all of which have
been cleared up without loss to the Institute. This was
noted with appreciation.
Aid to Members in the Active Forces: A letter had been
received from Vice-President Grant in which he recom-
mended that members of the Institute be asked to make
voluntary contributions towards a fund to be used partly
for contributions to local auxiliaries of the Royal Canadian
Engineers, and partly to assist engineers during the demob-
ilization period. He also recommended that the Institute
make an appropriation now to supply cigarettes to all
engineering units of the Royal Canadian Engineers over-
seas. The Finance Committee did not feel that the Institute
would be justified in appropriating money for the supplying
of cigarettes which was more in the way of work being done
by service clubs ; nor did the committee approve of the pro-
posal to ask members of the Institute for contributions to
a fund as suggested above.
Colonel Grant stated that after further consultation with
members of the Institute, he did not now entirely approve
of the suggestion himself.
Considerable discussion followed as to the desirability of
the Institute supporting the work of the R.C.E. Women's
Auxiliaries. It was also felt that the Institute should do
something towards helping its members when they return
from overseas. Mr. Durley pointed out that at the present
time a number of engineers are being returned to Canada
for various reasons, and, by contacting them, the Institute
might ascertain just how it can be of assistance to its
returning members.
President Cameron drew attention to an organization of
engineers' wives in Winnipeg which was doing very effective
work along the lines suggested by Colonel Grant. He
thought that if the idea were more widely known in the
other branches, engineers' wives could have their wartime
activities more directly co-ordinated under their own
organization.
Before taking any steps towards assisting members re-
turning to Canada from overseas, President Cameron
thought that the Institute should get in touch with Mr.
W. S. Woods, Associate Deputy Minister of Pensions and
National Health and Vice-Chairman of the Advisory Com-
mittee on Demobilization and Rehabilitation, Ottawa, who,
at the joint meeting with the A.S.M.E. in Toronto, had
suggested that there were certain definite problems which
the Institute should undertake on behalf of returning
engineers.
Following further discussion, it was unanimously resolved
that Council instinct the general secretary to communicate
with the branch secretaries recommending that the branches
give such co-operation as may be possible to the local
auxiliaries of the engineering units of the Royal Canadian
Engineers overseas.
It was also unanimously resolved that the president, the
general secretary and Councillor MaeRostie be asked to
interview Mr. Woods to ascertain in what way the Institute
can be of most assistance to engineers returning from
overseas.
Office of Treasurer: The general secretary had been asked
to bring before Council a suggestion that it might be desir-
able to amend the by-laws so that the treasurer of the
Institute would be a full member of Council with voting
privileges. Under the present by-laws, the treasurer is ap-
694
Decembet, 1943 THE ENGINEERING JOURNAL
pointed by Council and "shall attend meetings of Council,"
but is not an elected member and, therefore, does not have
a vote.
Following some discussion, it was unanimously resolved
that no change be made in the by-laws regarding the
treasurer of the Institute.
Attainments of Engineers in the Armed Forces: Colonel
Grant drew attention to the great number of generals in
the Canadian Army who are Members of the Institute and
expressed the opinion that the Institute should make some
recognition of their outstanding attainments. He referred
to the most recent of these cases, namely, Major-General
Christopher Yokes, who was awarded the D.S.O. in Sicily
and promoted to the rank of Major-General.
Council discussed in detail methods by which the Insti-
tute could make appropriate acknowledgment, and con-
sideration was given to granting honorary memberships to
such persons, but it was the opinion of the meeting that
some more specific honour should be done them. Finally, it
was proposed by Councillor Pitts that a special medal
might be established which could be awarded to such out-
standing members in the active services. This proposal was
accepted unanimously, and it was resolved that Mr. Pitts
and Mr. McLeod be appointed a committee to investigate
the desirability and practicability of establishing a new
medal for the purpose.
It was also unanimously resolved that the general secre-
tary be directed to send a cablegram to Major-General
Christopher Vokes congratulating him upon his promotion
and the honours recently received. (Following is the cable
which was transmitted immediately: "By resolution Council
sends sincere congratulations on recent appointment and
honours received. Canadian engineers greatly pleased at
recognition.")
Committee on Industrial Relations: The general secretary
read a letter from the chairman of the Committee on Indus-
trial Relations which contained the following resolution :
"That this committee is of the opinion that strikes in
essential industry in wartime are sabotaging the war
effort and recommends that the Council of the Institute
urge the Canadian Government to take strong and im-
mediate action to stop this practice."
Several councillors pointed out that this was getting into
the political field in which the Institute was probably not
sufficiently well grounded to produce the desired results.
The resolution was very wide in its wording and recommen-
dations and Council felt that it would be difficult to make
much progress unless something more specific were proposed.
It was finally recommended that, in view of the general
secretary's close contact with the Department of Labour,
he discuss the proposal with the Minister of Labour and
endeavour to determine whether or not the Institute should
take any further action.
Society of Naval Architects and Marine Engineers: It was
noted that on November 12, 1943, the Society of Naval
Architects and Marine Engineers had celebrated its fiftieth
anniversary. The general secretary had represented the
Institute, at a banquet held in New York and had presented
an illuminated address conveying the greetings and con-
gratulations of the Engineering Institute of Canada.
Admission of Enemy Aliens: At a meeting of Council
held in Saint John in May, 1941, it had been decided that,
for the duration, as a protective measure, applications from
enemy aliens should not be accepted. This action had been
taken in view of the fact that at that time the Federal
Government was not granting Canadian citizenship to such
persons. Since that time several applications for admission
to the Institute from persons in that category have been
refused.
The Institute has recently received an application foi-
admission as Student from a young Austrian refugee who
has been transferred to this country from the United
Kingdom, and who is at present attending a Canadian
university. An inquiry has also been received from a citizen
of Austria whose application for Canadian citizenship is
now pending and who expects to receive his naturalization
papers within the next three months, asking that his appli-
cation for membership in the Institute be re-considered.
In response to a recent inquiry made by the general
secretary, the following reply has been received from the
Under Secretary of State:
"There has never been any prohibition upon a person
of enemy alien origin applying for naturalization but in
May, 1940, the then Minister decided that he would not
sanction the issue of certificates of naturalization to such
persons. In the course of administration this decision has
been modified in a few special cases where the Secretary
of State has been satisfied that the applicant is a genuine
refugee and that his sympathies in the war are altogether
in favour of our cause and against the enemy. Each par-
ticular case is, of course, decided on its merits and the
number of certificates which have been granted to per-
sons of enemy origin has been exceedingly limited."
A letter had also been received from the Under Secretary
of State for External Affairs, advising that the regulations
covering released refugees in this country are now under
review, and it is possible that the government policy will be
modified somewhat in the near future. In his opinion, there
would be no objection to admitting to the Institute the
Student referred to above if he is considered to be a desir-
able member.
Following some discussion, it was unanimously resolved
that the Student whose application is pending, be admitted
and that any pending applications from enemy aliens be
presented for further consideration at subsequent meetings
of Council.
Conservation and the Engineer: Following the presentation
of a paper by Professor R. F. Legget on "Conservation and
the Engineer," which set forth very clearly the importance
of this subject, the Hamilton Branch, at a meeting on
November 17th, passed the following resolution:
"The Hamilton Branch urges that Headquarters set up
a Committee to investigate the whole problem of the
conservation of our renewable natural resources through-
out the country and that this Committee take into its
scope the work presently being done by the Western
Water Problems Committee and that the strongest pos-
sible representation be made to the Federal and Provin-
cial Governments to the end that adequate planning be
undertaken now without delay, as a measure of post-war
rehabilitation."
Colonel Grant, as chairman of the Institute's Papers
Committee, had been endeavouring to secure for some of
the other branches a paper on this subject which he felt
was now creating more interest than it had in the past. In
his opinion, it was something in which young engineers
might well interest themselves.
Following some discussion, it was decided that the resolu-
tion should be referred to the Institute's Committee on
Post- War Problems for consideration and recommendation
to Council as to the action which should be taken.
Elections and Transfers: A number of applications were
considered, and the following elections and transfers were
effected:
Members
Bird, Yiggo Edward, B.S. (Mass. Inst, of Tech.), mgr., power dept.,
Aluminum Co. of Canada, Ltd., Montreal.
Campbell, William Lyman, B.S. (Civil), (Mass. Inst, of Tech.), vice-
pres., Brown Co., Berlin, N.H.
Clarke, Kenneth Harry John, B.A.Sc. (Univ. of Toronto), chief of
allocations and conservation divn., Office of the Metals Controller,
Dept. of Munitions and Supply, Ottawa.
*Clemens, James Nicholas, Warrant Officer, R.C.A.F., aerodrome
foreman electrician. No. 2 Training Command, R.C.A.F., Winnipeg,
Man.
*Has passed the Institute examinations.
THE ENGINEERING JOURNAL December, 1943
695
Coburn, Frederic G., M.S. (Mass. Inst, of Tech.), près., Brown Co.,
Berlin, N.H.
Ingraham, Harry Alexander, consltg. engr., Edmonton, Alta.
Little, Jack Graham, B.A.Sc. (Chem. Engrg.) (Univ. of Toronto),
tech. supt., telephone divn., Northern Electric Co. Ltd., Montreal.
Pétrie, Louis Adrian, B.Eng. (Mech.) (Nova Scotia Tech. Coll.), asst.
engr., Aluminum Co. of Canada, Ltd., Arvida, Que.
Semmens, Graham Corkill, B.A., B.Sc. (Engrg.) (Univ. of Alberta),
production supt., and engr. i/c production, Trinidad Leaseholds,
Ltd., Barrackpore, Trinidad, B.W.I.
Traver, Leonard Alton, B.Sc. (Mining), (Queen's Univ.), asst. to pro-
duction mgr., i/c ships divn., Dominion Bridge Co. Ltd., Lachine
Que.
Wilbur, Robert Alexander, Chem.Eng. (Lehigh Univ.), gen'l. mgr.
and chief engr., Ajax Engineers Ltd., Toronto, Ont.
Juniors
Cholette, Albert, B.Eng. (McGill Univ.), S.M. (Mass. Inst, of Tech.),
asst. prof, of chemical engrg., Faculty of Science, Laval University,
Quebec, Que.
Transferred from the class of Junior to that of Member
Holder, Allan Scott, B.Sc. (Nova Scotia Tech. Coll.), works engr.,
shell filling plant, Defence Industries, Ltd., Pickering, Ont.
Lavergne, Emile Denis, B.Sc. (Univ. of Michigan), mtce. engr.,
Canadian Industries Ltd., Shawinigan Falls, Que.
Samis, George Roy, B.A.Sc. (Univ. of Toronto), estimator and de-
signer, plate and boiler dept., Dominion Bridge Co. Ltd., Lachine,
Que.
Somers, Claude Judson, B.Sc. (Civil) (Univ. of N.B.), safety engr»
Stormont Chemicals, Ltd., Cornwall, Ont.
Tollington, Gordon C, B.Sc. (Elec.) (Univ. of Alta.), asst. D.C.
engr., Canadian General Electric Co., Peterborough, Ont.
Transferred from the class of Student to that of Member
Davis, Harold Arthur, B.Sc. (Mech.) (Queen's Univ.), plant engr.,
Ontario Steel Products Co. Ltd., Oshawa, Ont.
PapofF, William Nikitovitch, B.Sc. (Civil) (Univ. of Sask.), engrg.
staff, Cons. Mining & Smelting Co. Ltd., Trail, B.C.
Sutherland, Donald Henry, Capt., B.Sc. (Civil) (Univ. of N.B.)i
2nd in command, 2nd Fortress Coy., R.C.E., Halifax, N.S.
Transferred from the class of Student to that of Junior
Aubry, Gerard, F/O, B.A.Sc, CE. (Ecole Polytechnique), air navi-
gation instructor, No. 13 S.F.T.S., R.C.A.F., St. Hubert, Que.
Bryce, Ronald Campbell, Sub-Lieut., R.C.N. V.R., B.Sc. (Mech.)
(Univ. of Saskatchewan), engr. in training on R.C.N, minesweeper,
Halifax, N.S.
Cameron, Alastair Duncan, Lieut., B.Sc. (Civil) (Univ. of N.B.),
regimental survey officer, 21st Fid. Regt., R.C.A., C.A., Fredericton
N.B.
Kelly, James Oswald, B.Eng. (McGill Univ.), development chemical
engr., Dominion Rubber Co., Montreal.
Letendre, Lucien, B.A.Sc, C.E. (Kcole Polytechnique), steel fabrica-
tion supervisor, Marine Industries, Ltd., Sorel, Que.
Near, James Dailey, Lieut., B.A.Sc. (Univ. of Toronto), 3rd Field Coy.,
R.C.E. Overseas.
Simpson, John Hamilton, B.Kng. (McGill Univ.), junior research
engr., National Research Council, Ottawa, Ont.
Turner, Leslie Charles, Sub-Lieut. (E), B.Sc. (Mech.) (Univ. of
Sask.), engr. officer, H.M.S. Ingonish, F.M.O., Halifax, N.S.
Transferred from the class of Student to that of Affiliate
Peach, William Herbert, vice-pres., C. D. Howe Co. Ltd., Port
Arthur, Ont.
.4 dmitted as Students
Barrett, Francis James, c/o Canadian Gypsum Co. Ltd., Hills-
borough, N.B.
Bates, Arthur John Clark (Univ. of Toronto), 4 Evans Ave, Toronto,
Ont.
*Bédard, Claude, 130 Racine St., Chicoutimi, Que.
Carlstrom, Edward B., Sub-Lieut. (E), R.C.N.V.R., B.Sc (Elec.)
(Univ. of Manitoba), 279 Portland St., Dartmouth, N.S.
Lowe, Stanley Cathcart, Sub-Lieut. (E) R.C.N.V.R., B.Eng. McGill
(Univ.) P.O. Box 62, Cochrane, Ont.
Stokes, H. A. C. (Univ. of B.C.), 266-4th Ave, New Westminster, B.C.
Students at Ecole Polytechnique
Bellefeuille, Marcel L.-P., 1430 St. Denis St., Montreal.
Catafard, Rémi, 4984 Adam St., Montreal.
Chare.M, René, 675 Stuart Ave., Outremont.
Chevrette, Bruno, 3516 Cartier St., Montreal.
Dansereau, Gérard, 401 Stuart Ave, Outremont.
•Has passed tlie Institute examinations.
Derome, Louis-Pothier, 1430 St. Denis St., Montreal.
Gingras, Roch-Henri, 1028 St. Denis St., Montreal.
Gravel, Charles-Edouard, 77 Levesque Blvd., Abord-à-Plouffe, Que.
Ouimet, Pierre, 421 Mount Royal Ave. West, Montreal.
Thomas, George Ernest, 5834-3rd Ave., Rosemount, Montreal.
Students at McGill University
Brandt, René Edmond, 3445 Peel St., Montreal.
Gibson, Philip Ernest, 477 Prince Arthur St. West, Montreal.
Knight, Curtis, 3507 University St., Montreal.
Wong, Pui Huey, 73 Lagauchetière St. West, Montreal.
Worembrand, Carl Hyman, 1325 Van Home Ave. West, Outremont.
Students at Queen's University
Bader, Alfred Robert, 329 Earl St., Kingston, Ont.
Bandiera, Leo Joseph, Queen's University, Kingston, Ont.
Bourgeois, Patrick 0., B.A. (Laval University), 78 St. Famille St.,
Kenogami, Que.
Carter, Charles Junior, 323 Earl Street, Kingston, Ont.
Colby, William David, 318 University Ave., Kingston, Ont.
Davis, Merritt M., Queen's University, Kingston, Ont.
Edwards, Herbert Martell, 309 Earl St., Kingston, Ont.
Gaffney, Oliver Joseph, 84 Clergy St. West, Kingston, Ont.
Gordon, Ian Percy, 375 Earl St., Kingston, Ont.
Gordon, J. Keith, 315 Johnson St., Kingston, Ont.
Kirk, Jack Willsie, 323 University Ave., Kingston, Out.
Lillie, Douglas F., 329 Earl St., Kingston, Ont.
MacGregor, William Robert, 320 Earl St., Kingston, Ont.
McColl, Bruce John, 64 Lower Union St., Kingston, Ont.
Perreault, H. C, 392 Victoria St., Kingston, Ont.
Sinclair, Donald Alfred, Queen's University, Kingston, Ont.
Whelen, Douglas A., 409 Earl St., Kingston, Ont.
Wood, Willard Carnal Everett, Arnprior, Out.
Students at University of Alberta
Bernard, Gerald William, 11823-87th St., Edmonton, Alta.
Brandley, Reinard W., Stirling, Alta.
Enarson, Ottawa Ernest, W'etaskiwin, Alta.
Ferguson, David Allan, St. Joseph's College, University of Alberta,
Edmonton, Alta.
Forster, John William, 11144-87th Ave., Edmonton, Alta.
Jackson, William Hurley, 8527-112th St., Edmonton, Alta.
Hole, Harry, 8112 Jasper Ave., Edmonton, Alta.
Hole, Robert Walter, 8112 Jasper Ave., Edmonton, Alta.
Mutton, George Alexander, Bellevue, Alta.
Martin, William David, 10055-91st Ave., Edmonton, Alta.
Ripley, Charles 1'airar, 11151-89th Ave., Edmonton, Alta.
Sinclair, Stewart Ronald, 1 1002-88th Ave., Edmonton, Alta.
Walker, Lloyd Arthur, Box 4, Mazenod, Sask.
Webb, John Arthur, U002-88th Ave, Edmonton, Alta.
Students at University of Manitoba
Dow, William Andrew. 117 Cordova St., Winnipeg, Man
MacDonald, William Duncan, 358 Maplewood Ave, Winnipeg, Man.
Porter, William Charles, 400 Kennedy St., Winnipeg, Man.
Students at University of New Brunswick
(ierrisli, Arnold II., Lady Beavcrbrook Residence, Fredericton. N.H.
Merzetti, Herman Joseph, 127 Leinster St., Saint John, N.B.
MacKenzie, Roderick Fraser, 241 Saunders St., Fredericton. N.B.
By virtue of the co-operative agreements between the Institute and
the provincial associations of professional engineers, the following
elections and transfers have become effective:
Member
Smith. II. M., Maritimes Regional Engineer, Canadian Broadcasting
Corporation, Sackvillé, N.B.
./ iniiors
Allen, John Craig McMillan (St. Joseph's Kiiiv.). junior engr., Dept.
of National Defence. Eastern Air Command. Moncton, N.B.
Thompson, Charles Mervin, B.Sc. (Civil) (Univ. of Sask. , engr.,
Dept. of Transport, Winnipeg, Man. (Member of Saskatchewan
Association.)
Transferred from tin class of Junior to that of Member
< luthbertson, Wellington H., B.Sc (Elec.) (Univ. of N.B.), instr'man,
Dept; of Transport, Moncton, N.B.
696
December, 1943 THE ENGINEERING JOUR \ M
Personals
Relatives and friends of members in the active forces are in-
vited to inform the Institute of news items such as locations,
promotions, transfers, etc., which would be of interest to other
members of the Institute and which should be entered on the
member's personal record kept at Headquarters. These would
form the basis of personal items in the Journal.
W. P. Brereton, m.e.i.c, a vice-president of the Institute,
retires next month from the position of city engineer of
Winnipeg after over 38 years of service. Born at Bethany,
Ont., he received his primary education at the public and
high schools of Port Hope, Ont., and studied engineering at
the University of Toronto, where he graduated as a B.A.Sc.
in 1903. Upon graduation, he joined the engineering staff of
Heyl & Patterson, Pittsburgh, Pa., where he worked until
1904. From 1906 to 1912 he was employed with Smith,.
Kerry and Chace, consulting engineers, Toronto, as assis-
tant engineer on the construction of a hydro-electric power
plant for the Mount Hood Railway and Power Company.
Later he became commissioner for the Winnipeg and St.
Boniface Harbour Board.
W. P. Brereton, M.E.I.C.
Mr. Brereton joined the engineering staff of the city of
Winnipeg in 1914 and was appointed city engineer in 1917,
succeeding Lieut. -Col. H. N. Ruttan, a past president of
the Institute.
Mention can be made of only a few of the numerous
engineering works which have been carried out in Winnipeg
by Mr. Brereton during his regime. The first important
task was in connection with raising the grade of the Cana-
dian Pacific Railway subway on Main street.
Then followed the construction of a new bridge on Mary-
land street — a modern concrete structure. The electrifica-
tion of the high pressure waterworks plant was carried out
in 1926. The construction of bridges over the Red river,
Assiniboine river and over the C.P.R. tracks at Salter
street, was proceeded with in 1930-32. All these bridges
were of concrete construction, and of the very latest design.
In 1936, under the direction of Mr. Brereton, work was
commenced on the construction of a subway at Portage
avenue, west, for the purpose of eliminating the grade cross-
ings of the Midland and Canadian Pacific railways, in order
to speed up traffic on this main highway in and out of the
city.
For many years, residents living along the banks of the
Red and Assiniboine rivers, had complained of the sewage
condition of the water brought in by both the Red and
Assiniboine rivers.
Mr. Brereton came to the rescue, and in 1935 the City of
Winnipeg and the surrounding municipalities combined to
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
form the Greater Winnipeg Sanitary District, for the pur-
pose of eradicating such a nuisance.
In 1936, under the supervision of Mr. Brereton, work was
commenced on Winnipeg's modern sewage disposal plant.
This is one of the three major works constructed during
the 65 years existence of the city and reflects great credit
on Mr. Brereton, who acted as chairman of the board of
engineers during the period of construction.
Last February he was elected vice-president of the
Institute for the western provinces. All members of the
Institute join to wish Mr. Brereton a long and happy period
of retirement.
L. E. Westman, m.e.i.c, has been appointed Associate
Director of National Selective Service in charge of matters
relating to war industries.
He entered the Department of Labour in the early days
of formation of the Wartime Bureau of Technical Person-
nel, and was one of those closely connected with the organi-
zation of this Bureau and previous activities relating to
surveys of engineers, chemists and science workers from the
standpoint of wartime needs. He represented the Depart-
ment of Labour in the development, in conjunction with
the Departments of National Defence and Munitions and
Supply, of the University Science Students' Regulations,
subsequently incorporated in Selective Service man-power
regulations and placed under the administration of the
Wartime Bureau of Techincal Personnel.
Since its formation, he has acted for the Director of
National Selective Service on The Canadian Medical
Procurement and Assignment Board.
For the past six months he has directed the employment
of Alternative Service Workers.
N. R. Crump, m.e.i.c, has been promoted from assistant
to the vice-president of the Canadian Pacific Railway
Company, Montreal, to the position of general superinten-
dent at Toronto. A graduate of Purdue University, Lafay-
ette, Indiana, Mr. Crump joined the Canadian Pacific
Railway Company in 1930 and was employed in Saskatche-
wan and Manitoba before coming to Montreal.
George B. Moxon, m.e.i.c, of the Aluminum Company of
Canada Limited, has recently been transferred from Arvida
to the Montreal office of the company.
C. Clark Wales, m.e.i.c, vice-president and general mana-
ger of the Hamilton Bridge Company Limited of Hamilton,
Ont., is at present stationed at Pittsburgh, Penn., as engi-
neer on a special assignment with Jones & Laughlin Steel
Corporation.
J. L. Connelly, m.e.i.c, who returned to Canada a few
months ago after having spent three years in British
Guiana, has been transferred to Arvida where he is em-
ployed with the Aluminum Company of Canada.
A. C. Fleischmann, m.e.i.c, has joined the engineering
department of the Aluminum Company of Canada at
Shawinigan Falls, Que. He was previously engaged in con-
sulting practice, in Montreal.
J. E. Hanlon, m.e.i.c, previously of Montreal, is now sta-
tioned in Vancouver, B.C., where he is employed with the
Naval Service.
V. J. Melsted, m.e.i.c, has joined the staff of the Aluminum
Company of Canada, at Arvida, Que. He was previously
located at Lumby, B.C., where he operated the Harris Creek
Placers.
THE ENGINEERING JOURNAL December, 1943
697
'-t'-P^f'r
Canadian Army Photos
Courtesy New \Y<
General Montgomery is shown above pinning decorations on members of the Institute who have distinguished themselves
in the Sicilian Campaign. Left is Major-General Christopher Vokes, D.S.O., M.E.I.C, of Ottawa, and right is Lieutenant
William Kenneth Heron, M.C., S.E.I.C., of Asbestos, Que.
Ernest Peden, m.e.i.c, who had lately been employed
with Gore & Storrie, consulting engineers, Toronto, Ont.,
has now returned to Montreal where he has joined the staff
of McColl-Frontenac Oil Company limited.
Yvon de Guise, m.e.i.c, an engineer in the hydraulic
division of the Department of Lands and Forests of Quebec,
has been appointed lecturer in hydrology and hydraulic
structures at the Ecole Polytechnique.
René A. Robert, m.e.i.c., a laboratory assistant in the
department of physics in the Ecole Polytechnique, has
recently been appointed lecturer in mathematics.
M. S. Saunders, M.E.I.C, has recently returned to South
America where he is employed in the department of geology
of the Tropical Oil Company at Bagota. He had returned
from South America to Canada earlier this year and for the
past few months he had been employed with Imperial Oil
Company Limited in western Canada.
N. Stanley S. Swan, M.E.I.C, has recently left the staff of
German and Milne, naval architects, Montreal, to join
Consumers Glass Company.
F. S. Small, m.e.i.c, has been transferred from the posi-
tion of construction engineer with United Shipyards Lim-
ited to the same position with F ras; r Brace Company
Limited, Montreal.
C. R. Timm, m.e.i.c, who had been employed for the past
three years as electrical engineer with Dominion Rubber
Company Limited, Montreal, has accepted a posi-
tion with Northern Foundry & Machine Company
Limited, Sault Ste. Marie, Ont., where he is in charge of
engineering.
G. B. Webster, m.e.i.c, has left the employ of A. G. McKee,
Sault Ste. Marie, Ont., to join the staff of Swansea Construc-
tion Company Limited, Toronto.
N. E. Wideman, m.e.i.c, previously of Port Arthur, Ont.,
has been appointed relay engineer for the Burlington dis-
trict of the Hydro-Electric Power Commission of Ontario,
at Burlington, Ont.
Lieutenant (E) A. Meade Wright, r.cn.v.h., Jr.E.i.c.,
of Montreal, was home on leave in November. He has been
assigned to the Royal Navy on combined operations, and was
among the first to participate in the Sicily landing. He is
the engineer officer in charge of the maintenance of a
flotilla of heavy landing craft. Beside Sicily, his travels
have taken him to Egypt, Africa, Malta and Gibraltar.
R. E. Hammond, Jr.E.i.c of Northern Electric Com-
pany Limited, Montreal, has accepted a position as elec-
trical engineer with British Security Co-ordination, New
York.
J. B. Barriek, Jr. e. i.e., is at present employed as
foreman in the cartridge manufacturing department of
Defence Industries Limited, Montreal Works.
Bernard A. Berger, Jr.E.l.C, who was previously employed
with Electric Tamper and Equipment Company Limited,
Montreal, has taken the position of mechanical engineer
with Joliette Foundry & Tool Works, Limited, Montreal.
L. C. Carey, Jr.E.l.C, has left the employ of the Hydro-
Electric Power Commission of Ontario, Toronto, to join
the staff of Victory Aircraft at Malton, Ont.
A. D. Hogg, Jr.E.i.c, has taken a position in the engineer-
ing department of the University of Alberta. He was previ-
ously employed with the Hydro-Electric Power Commission
of Ontario, at Toronto.
698
December. 1913 THE ENGINEERING JOURNAL
J. G. Campbell, s.e.i.c, has left the employ of Canadian
Locomotive Works, Kingston, Ont., to join the staff of
Aluminum Company of Canada Limited, at Arvida, as a
metallurgical engineer.
Attilio Monti, s.e.i.c, has been appointed assistant in the
laboratory of strength of materials, at the Ecole Poly-
technique, Montreal.
Dan W. Patterson, s.e.i.c, has joined the R.C.N.V.R. as
a sub-lieutenant and is at present stationed at Westville,
N.S. He was previously employed as an electrical draughts-
man with the Aluminum Company of Canada, Limited,
Montreal.
Raymond Bolduc, s.e.i.c, is at present doing post-
graduate work at the Faculty of Science, Laval University,
Quebec. He graduated from Laval University, in 1943, with
the degree of B.A.Sc. in mining.
Marcel Manseau, s.e.i.c, has been appointed assistant to
the professor in engineering drawing at the Ecole Polytech-
nique, Montreal.
VISITORS TO HEADQUARTERS
Captain J. F. Rutherford, r.c.cs., M.E.I.C, Montreal,
on his way overseas, on October 23.
Past President J. M. R. Fairbairn, m.e.i.c, Peter-
borough, Ont., on October 23.
Constr. Lt. -Commander A. L. C. Atkinson, R.C.N.V.R.,
m.e.i.c, Naval Service Headquarters, Ottawa, Ont., on
October 28.
J. P. Porter, m.e.i.c, chief engineer, western region, Cana-
dian National Railways, Winnipeg, Man., on October 28.
Roger Lessard, s.e.i.c, Marine Industries Limited, Sorel,
Que., on November 1.
C. O. P. Klotz, m.e.i.c, resident engineer, Aluminum Com-
pany of Canada Limited, Kingston, Ont., on November 3.
T. M. Moran, m.e.i.c, vice-president, Stevenson &
Kellogg, Toronto, Ont., on November 4.
Lieutenant (E) A. Meade Wright, R.C.N.V.R., jr. E. i.e.,
Montreal, home on leave from service in the Mediterranean,
on November 6.
J. H. Ings, m.e.i.c, H. G. Acres & Company, Niagara
Falls, Ont., secretary-treasurer, Niagara Peninsula Branch
of the Institute, on November 10.
Frederick W. Cowie, m.e.i.c, consulting engineer, Mon-
treal, Que., on November 19.
G. G. Murdoch, m.e.i.c, consulting engineer, Saint John,
N.B.. vice-president of the Institute, on November 20.
P. H. Morgan, m.e.i.c, Foundation Company of Canada
Limited, Kenogami, Que., on November 23.
E. R. Jacobsen, m.e.i.c, deputy director general, Com-
monwealth of Australia War Supplies Procurement,
Washington, D.C., on November 23.
W. J. Thomson, m.e.i.c, Arvida, Que., on November 23.
D. Hutchison, m.e.i.c, manager, Mackenzie River Trans-
port. Hudson's Bay Company, Edmonton, Alta., on
November 23.
G. M. Brown, m.e.i.c, district engineer, Department of
Public Works, Saint John, N.B., on November 23.
W. H. G. Flay, m.e.i.c, branch manager, Dominion Struc-
tural Steel Limited, Ottawa, Ont., on November 25.
Obituaries
The sympathy of the Institute is extended to the relatives of
those whose passing is recorded here.
Wilfred Ernest Cornish, m.e.i.c, acting head of the de-
partment of electrical engineering of the University of
Alberta, died in the hospital at Edmonton on November
1st, 1943. Born at Broadview, Sask., on February 22nd.
1901, he was educated at Weyburn Collegiate and at the
University of Manitoba, where he received the degree of
B.Sc in electrical engineering in 1925. Upon graduation, he
joined the Canadian General Electric Company and fol-
lowed the company's test course until 1927 when he went
to the University of Alberta as lecturer in the department of
electrical engineering. In 1933, he obtained his degree of
Master of Science from the University of Alberta and was
appointed assistant professor of electrical engineering.
At his death he was associate professor of electrical
engineering and had been acting head of that department
since Professor E. G. Cullwick, m.e.i.c, enlisted in the Navy.
Prof. Cornish was secretary of the Edmonton Branch of
the Institute for a number of years and in 1938-39 was
chairman of the Branch. In 1941-42 he was president of the
Association of Professional Engineers of Alberta, and also
registrar of the Association until last spring.
During recent summers he had been employed at the
Shipshaw power development in Quebec with the Aluminum
Company of Canada Limited.
Professor Cornish joined the Institute in 1926 as a Stu-
dent, transferring to Junior in 1930. He transferred to
Associate Member in 1934 and he became a Member in
1940.
Stanley Farquharson, m.e.i.c, died in the hospital, at
Montreal, on October 19th, 1943. Born at Christchurch,
New Zealand, on January 25th, 1899, he was educated at
Canterbury University, in New Zealand, where he gradu-
Stanley Farquharson, M.E.I.C.
ated in 1923. He came to the United States in 1923 and
then to Canada in 1924, being first employed by the B. C.
Electric Railway Company in Vancouver, B.C. In 1927 he
came to Montreal where he worked for a few months with
Power Corporation of Canada and in 1928 he joined the
staff of Aluminum Company of Canada at Arvida where he
was employed on the design and construction of the Chute-
à-Caron development.
Upon completion of the project, Mr. Farquharson was
employed on several construction jobs and worked for
some time with Consolidated Mining, Steel & Power Com-
pany Limited at Trail, B.C. After being employed for some
time as manager of Engineering Appraisal Company
Limited at Vancouver, B.C., he turned to management
THE ENGINEERING JOURNAL December, 194?
699
engineering and industrial market surveys. In this capacity,
he was connected for some time with George S. May Com-
pany of Chicago and Montreal and with Stevenson and
Kellogg, Montreal. Lately he had worked as field auditor
and resident cost accountant on war contracts for the
Treasury Branch of the Department of Finance, Ottawa.
He was a veteran of the Great War, having won several
medals for conspicuous service in Mesopotamia while a
member of the New Zealand expeditionary forces. He was
cited in dispatches for gallantry in action.
Mr. Farquharson joined the Institute as an Associate
Member in 1928, becoming a Member in 1940. He was one
of the founders of the Junior Section of the Montreal Branch
of the Institute and was one of its first chairmen.
Philip Nason Libby, m.e.i.c, died in the hospital, at New
York, on October 29th, 1943, after a long illness. Born at
Gray, Me., U.S.A., on July 5th, 1896, he was educated at
the University of Maine, where he received the degree of
B.S. in 1917. During the First Great War, he served with
the U.S. Army in France and Belgium. He came to Canada
in 1919 with the Riordon Pulp Company Limited, at
Mattawa, Ont. In the following years he was successively
employed with Donnacona Paper Company, with the
Laurentian Power Company, Beaupré, Que., Wayagamack
Pulp and Paper Company, Trois-Rivières, Que. From 1922
to 1924 he was with the Mead Fibre Company of Kingsport,
Tenn. He then returned to Canada as chief draughtsman
with the Riordon Pulp Company Limited at Temiskaming,
Que., later Canadian International Paper Company. In
1931 he joined the staff of E. B. Eddy Company Limited,
Hull, Que., and in 1934 he returned to Kingsport, Tenn.
For the past ten years Mr. Libby was connected with the
engineering department of the Tennessee Eastman Corpor-
ation at Kingsport as project engineer, specializing in the
design and detailing of chemical equipment.
Shortly after the entry of the United States in the present
war, he occupied an important position assisting in the
design of chemical process equipment for the manufacture
of military explosives and at the time of his death was
connected with the Holston Ordnance Works of the Ten-
nessee Eastman Corporation at Kingsport, Tennessee, where
this work was carried out to successful completion.
Mr. Libby joined the Institute as a Junior in 1922, trans-
ferring to Associate Member in 1927. He became a Member
in 1940.
News of the Branches.
EDMONTON BRANCH
Activities of the Twenty -five Branches of the
Institute and abstracts of papers presented
F. It. BuRFIEED, M.E.I.C.
L. Thorssen, m.e.i.c. -
Secretary-Treasurer
Branch News Editor
The first meeting of the Edmonton Branch for the 1943-
1944 session was held in the Macdonald Hotel on the evening
of Tuesday, October 19th, 1943. The new session was fit-
tingly opened by having as our visitor and speaker of the
evening President Cameron. As guests of the branch to
hear Mr. Cameron, Premier E. C. Manning, Hon. W. A.
Fallow, Mayor Fry, General Foster and Colonel Kirk-
patrick sat at the head table. The meeting was well attended
by members of the branch together with many of our Ameri-
can engineer-friends still resident in the city.
Mr. Cameron divided his talk into three separate sub-
jects: fi-rst he spoke as an alumnus of McGill University
bringing greetings to all McGill graduates; he then, in the
absence of Dr. L. Austin Wright, spoke for a time on Insti-
tute affairs, finally ending with his main topic of the evening
Post-War Planning. Mr. Cameron's talk on post-war
planning, especially as it applied to Government projects,
was most interesting.
In concluding the evening, Chairman Carry called upon
Mr. Nelson to express the thanks of the Branch to Mr.
Cameron.
HAMILTON BRANCH
E. Brown, m.e.i.c.
('. Sentence, m.e.i.c.
Secretary-Treasurer
Branch News Editor
On Thursday, October 28th, one hundred and ten mem-
bers and guests of the Hamilton Branch of the Institute
were privileged to hear Mr. J. A. Palmer of the Dow Chemi-
cal Company, who spoke on Plastics.
Mr. Palmer intrc duced his subject by a short historical
outline of the development of plastics from the nitrocellulose
first used in 1865 as a substitute for ivory in billiard balls,
to the present day polyvinyl compounds.
The three main manufacturing processes in use to-day,
compression moulding, injection moulding, and hot extru-
sion, were dealt with in detail. Particular stress was placed
on accurate control of mixing and compounding, and of
processing temperatures, in the case of both thermosetting
and thermoplastic materials.
Moulded parts in general require no finishing, have fair
impact strength, good resistance to water and corrosion,
and are two to ten times lighter than commonly used
metals. Plastics now serve a multitude of purposes from
fabric coatings to constructional members. Despite public
beliefs, however, the field of plastics is definitely limited,
and they are, on the whole, unsatisfactory substitutes for
metals.
At the conclusion of an interesting talk, Mr. Palmer an-
swered numerous questions.
On Wednesday, November 17th, a highly appreciative
audience gathered to hear Professor K. F. Legget speak on
Conservation and the Engineer.
Professor Legget, of the Department of Civil Engineering
at the University of Toronto, commenced his talk with the
avowed intention of awakening his audience to the very
real dangers lurking in the present apathetic attitude of
governmental and private agencies towards conservation
of the rapidly diminishing renewable natural resources of
the country.
No credence should be given to glib talk of the "bound-
less" resources of Canada. Ample evidence exists to indicate
that many resources are being rapidly depleted with little
or no effort being made towards their conservation.
Serious soil erosion by both wind and water has taken
place in the western provinces and indeed in Ontario, where
for example, as much as 10 per cent of some areas has been
denuded of topsoil.
The forestry situation is tragically critical, and practically
nothing is being done about it. Canada is one of the very
few countries in the world where it is permissible to cut a
tree without planting at least one in its place. Sweden, a
prime exponent of reforestation, normally exports more
lumber than all of Canada; this has been done for 40 years,
yet by following a progressive policy of reforestation,
Sweden's forests are now in better condition than ever lie-
fore. Forest products must be subject to long term-planning,
and it is to he hoped that a projected non-political foresty
commission will he empowered to institute the necessary
changes.
700
December, 1913 THE ENGINEERING JOIKNU,
THE PRESIDENT AT
EDMONTON
President K. M. Cameron discusses post-war reconstruc-
tion with Hon. E. C. Manning, Premier of Alberta, Hon.
W. A. Fallow, Minister of Public Works of Alberta and
Colonel Kirkpatrick of the U.S. Army Corps of Engineers.
At the Branch Executive luncheon, October 19th.
First row: President K. M. Cameron, Branch Chair-
man C. W. Carry, Councillor E. Nelson. Back row:
I. F. Morrison, G. A. Gaherty, J. W. Judge, H. W.
Tye, J. D. A. Macdonald, A. W. Haddow, D. Hutchi-
son, Dean R. S. L. Wilson, Branch Secretary F. R.
Burfield.
Colonel Neilson of the U.S. Army is shown at right
with members of the Edmonton Branch.
G. A. Gaherty of Montreal chats with Professor
W. E. Cornish of the University of Alberta (de-
ceased November 2nd) .
The conservation of wild life was mentioned by the
speaker, who commended the accomplishments of "Ducks
Unlimited," which organization in co-operation with the
P.F.R.A. had substantially increased the western duck
census.
The most important resource of the country, and one
without which no life could exist, is water. It is unfortunate
that as a result of the denuding of originally wooded lands,
and of careless farming technique, serious run-off, erosion
and flood problems have been created.
Conservation of water on the farm can be aided by main-
taining a minimum of five per cent land area in a controlled
wood lot with no grazing, and with proper practice of agri-
culture as exemplified in contour plowing.
The efficacy of Professor Legget's plea for action can
best be judged by the unanimous recommendation of those
present that Headquarters be urged to take action whereby
the profession as a whole might be acquainted with the
problems of conservation of renewable natural resources,
and that the strongest possible representations be made to
both Dominion and provincial governments that much
needed action be taken without delay.
KINGSTON BRANCH
\i. A. Low, M.E.I.O.
Secretary-Treasurer
The first fall meeting of the Kingston Branch was held
at Queen's University on the evening of November 11 under
the chairmanship of K. M. Winslow.
Dr. A. L. Clark, hon. m.e.i.c, and former dean of the
Faculty of Applied Science at Queen's University, was the
guest speaker of the evening. He gave an extremely inter-
esting account of a recent trip down the MacKenzie to
the Arctic Ocean, illustrated with slides, and outlined many
of the major developments taking place in the MacKenzie
Valley. He described the Canol oil project in detail, and
questioned the economics of this huge development in view
of the relatively limited resources of this oil field. Problems
in transportation met with in the far north were discussed
and many novel and interesting features of life in this coun-
try were included to give a quick word picture of the region.
The speaker was thanked by Professor H. W. Harkness.
Tea was served in the Faculty Players lounge and a short
business meeting held for the election of officers for 1943-
1944.
THE ENGINEERING JOURNAL December, 1943
701
THE PRESIDENT VISITED KELOWNA ON HIS WAY TO VANCOUVER
The Hon. Grote Stirling, Hon.M.E.I.C,
and President K. M. Cameron.
Mr. Bowering, Mr. Davis, and S. J. Crocker.
J. P. Forde, F. W. Groves, Mr. McNanghton, and
Mr. McMynn.
Mr. McMynn, Councillor C. E. Webb and A. G.
Pearson.
LAKEHEAD BRANCH
W. C. BYKKS, Jr. E. I.C.
R. B. Chandler, m.e.i.c.
Secretary-Treasurt i
Branch Neivs Editor
On Monday, October 25th, the Lakehead Branch of the
Institute were hosts to President K. M. Cameron and Mrs.
Cameron. Mr. Louis Trudel, assistant general secretary of
the Institute, accompanied the president.
Arriving early Sunday morning, the president's party
was met in Fort William and motored to their hotel in
Port Arthur. Sunday afternoon they were taken on a sight-
seeing drive around the twin cities and on a motor trip via
the Trans-Canada highway to Amethyst Harbour, an attrac-
tive summer resort east of the Lakehead on Thunder Bay.
Sunday evening the presidential party was entertained
at the home of Mr. and Mrs. J. M. Fleming where they met
the Branch Executive Committee and their wives.
On Monday noon Mr. Cameron and Mr. Trudel were
guests at an executive luncheon in the Prince Arthur Hotel
while Mrs. Cameron was entertained on a shopping and
sight-seeing tour followed by a luncheon in Fort William.
Monday afternoon the presidential party visited the Port
Arthur Shipbuilding Company plant and after inspecting
various shop units went aboard one of the escort naval
craft under construction.
On Monday evening the president addressed a dinner
meeting in the Royal Edward Hotel, Fort William, at which
the presidents and executives of local Chambers of Com-
merce, also chairman of Civic Rehabilitation Committees
were invited guests.
Mr. Cameron delivered a masterly address on Some
Aspects of the Post- War Problems.
He stressed the importance of planning for the conversion
of industry to peace-time uses so that employment would
be available for war workers and soldiers following the ces-
sation of hostilities. Some individuals are asking, "Why
talk of Post-War Reconstruction when the war is still being
fought ?" "These persons arc mistaken," he said. "After all,
what are we fighting for ? This war is being fought so that
everyone will have the opportunity to hold a job and earn
a fair and honest living." It is a tremendous picture puzzle
but it should be assembled so that it will be a better picture
than ever before, he declared.
"At present, it Is estimated that 51 per cent of the popula-
tion of Canada, over 14 years of age, now are gainfully
employed," Mr. Cameron said. "The figure quoted is
5,200,000. Until June of this year manufactured goods to
the value of $4,500,000,000 were produced for war purposes.
In 1933 when the country was not in a too happy position
$1,500,000,000 in goods was produced and in 1938 more
than two billions. You can readily vizualize what skills these
people, now employed, possess. After the war they will not
be satisfied with jobs that do not suit their own skilled
trades.
"With the idea that private interests is the best way to
meet the situation I would advocate that as soon as possible
actual physical plans be drawn up and filed away for the
day when they are needed," the speaker said.
"After the war there is going to be a distinctly accelerated
evolution due to scientific developments brought about by
the war. Seemingly it takes a war to shake us out of our
lethargy. After the war these new developments will be
used for economic civilian use," he pointed out.
"It is stated that the government will have to act aggres-
sively and intelligently. However, the policy required will
be stimulation. What can be accomplished depends on pri-
vate individuals with government stimulation. The amount
702
December, 1943 THE ENGINEERING JOURN VI
PRESIDENTIAL VISIT TO THE LAKEHEAD BRANCH
Below: Mrs. Cameron (seated in front)
was entertained by Mrs. J. M. Fleming,
H. G. O'Leary, R. B. Chandler, S. T.
McCavour and W. H. Small.
Chairman R. B. Chandler
introduces the president.
T. G. McAuliffe, J. M. Fleming,
S. T. McCavour.
H. G. O'Leary, F. C. Graham, W. H. Peach,
W. C. Byers (end of table), and W. H. .Small
(right foreground).
G. H. Burbidge, T. G. McAuliffe and
J. M. Fleming.
of government control depends on how industry governs it-
self. If there is too much individualism the government has
to step in."
R. B. Chandler, chairman of the branch, presided over
the meeting. He welcomed Mr. Cameron and Louis Trudel
of Montreal.
The speaker was introduced by S. T. McCavour, vice-
chairman of the Lakehead Branch. A vote of thanks to Mr.
Cameron was proposed by H. G. O'Leary and J. M.
Fleming.
Among the invited guests in attendance were M. J.
McDonald, president of the Port Arthur Chamber of Com-
merce; R. J. Ward, president of the Fort William Chamber
of Commerce; T. J. McAuliffe, chairman of the Post- War
Rehabilitation Committee for Port Arthur, and J. E. Fryer,
chairman of the Post-War Rehabilitation Committee for
Fort William.
Mrs. R. B. Chandler, wife of the branch chairman, enter-
tained Mrs. Cameron and the wives of the branch executives
to a dinner in the Prince Arthur Hotel, Monday evening.
MONTREAL BRANCH
L. DtJCHASTEL, M.E.I.C.
H. H. Schwartz, s.e.i.c.
Secretary- Treasurer
Branch News Editor
Ignitron Rectifiers was the subject of a talk delivered
on Thursday, October 8th, by J. T. Thwaites to the Mont-
real Branch of the E.I.C. Immediately preceding the talk, a
film outlining the various functions of electron tubes was
shown. These primary functions are six in number: recti-
fication, amplification, generation, control, light-to-elec-
tricity transducer, and electricity-to-light transducer. An
electron tube designed specifically for rectification is the
ignitron rectifier.
The ignitron rectifier is a tube with a large pool of mercury
in its base, and a graphite plate in its upper portion. If an
alternating potential is applied between the plate and the
mercury pool, an arc will strike between the two, under
certain conditions. This arc is unidirectional and carries
current only one way, when the mercury pool is negative
(cathode) and the carbon plate is positive (anode). Thus
this tube functions as a rectifier and converts the alternating
current to a pulsating direct current. In order to ensure the
arc starting each time the plate goes positive, a small starter
rod, the igniter, is placed close to the mercury pool. This
igniter starts an auxiliary arc, which immediately flashes
over to the plate and forms the main current-carrying arc.
The timing of this auxiliary arc can be varied by an external
circuit, and thus the current passed per cycle through the
tube can be controlled. The ignitron thus provides a smooth
controllable d.c. power from an a.c. source. The recent in-
stallation of a bank of ignitrons for the Aluminum Company
of Canada was discussed.
McNeely Du Bose was chairman of the meeting and Mr.
McDonald proposed the vote of thanks.
On October 21st Mr. J. J. Van Horn delivered a talk
to the Montreal Branch on the Signalling and Interlock-
THE ENGINEERING JOURNAL December, 1943
703
ing of Montreal Terminal — C.N.R. Mr. Van Horn dis-
cussed the history of electric signalling. He emphasized the
fact that it was only the utilization of the most modern
methods that has permitted the railroads to carry the ex-
tremely heavy war loads that exist to-day with speed and
safety. The principle of railroad signalling is that the axle
of a locomotive connects two rails together, and acts as a
shunt of approximately 0.06 ohm. The complete circuit
runs from the battery along one rail to the signalling device
and back along the other rail. Thus either a short across
the rails or a broken rail will operate the signal. Each signal
controls a block which may be approximately one of two
miles in length, and so allows adequate distance for a train
to stop.
The speaker then went on to discuss the installation at
the new C.N.R. terminal in Montreal.
Following the lecture several questions were raised as to
the vulnerability of this system to enemy sabotage. Mr.
Van Horn explained that the interlocking and signalling
was so arranged that two separate faults were required to
render the system inoperative. Thus, a thorough knowledge
of the layout would be required before any deliberate dam-
age could be done.
R. G. Gage was chairman at the meeting and C. C.
Lindsay thanked the speaker.
Plastics in Engineering stated Dr. W. Gallay to the
Montreal Branch on November 4th is a subject that must
be thoroughly differentiated from plastics as a salesman's
dream. There are many things that still cannot be done
with plastics, notwithstanding all advertisements to the
contrary. But plastics as a material with definitely known
qualities has come to stay and will grow in importance,
provided proper attention is paid to its properties.
There are four basic types of plastics:
1. Moulding.
2. Laminating.
3. Coating.
4. Adhesives.
Moulding plastics are widely used for small objects such
as cups, knobs, etc., where the relative fragility of the plastic
is no hindrance. Laminated plastics, such as canvas backed,
or fiber backed bakélite have high strengths and rigidities.
Some experimental results have indicated that fiber-glass
bakélite may be as strong as high tensile steel on a strength-
to-weight ratio basis. Coating plastics will really come into
its own only after the war, and in this- field Dr. Gallay was
certain that all ordinary paints would be completely
superseded.
Dr. Gallay then discussed a new development in the
field of wood adhesives. A new type of resin glue has been
found to be superior to any glue on the market. This glue
requires a curing temperature of 250 deg. F. This is done
by placing the glued wood joint in a heated press and raising
both the wood and the glue to the correct temperature but
the process is slow. Dr. Gallay discovered that the addition
of acetylene black to the resin glue rendered the mixture
electrically conductive. Thus by passing a current through
the glue mixture only the glue is heated and cured. This
development cuts the gluing time of laminated propeller
blocks from eight days to 2}^ minutes.
M. F. Anderson was chairman and A. P. Benoit thanked
the speaker.
PETERBOROUGH BRANCH
A. J. GlRDWOOD, Jr.E.I.C.
J. F. OsBORN, M.E.I.C. -
Secretary- Treas u rer
Branch News Editor
Like so many useful discoveries, cemented carbide re-
sulted from an accident — in this case the formation of a
mass of metal containing a large proportion of tungsten.
When this material was found to resist grinding by an
abrasive wheel, its potential value was realized. In fact the
discovery enable the Germans to largely overcome the
diamond shortage during the last war. Krupps carried on
research that later yielded a group of cemented carbides
tough enough for cutting tools. The General Electric Com-
pany worked on the problem in America and after years
of development produced a useful range of cemented car-
bides.
Carboloy is the General Electric Company's trade name
for a group of cemented carbides consisting principally of a
base metal, tungsten with the addition of tantalum or
titanium carbide, carbon or a combination of these. While
in the powdered condition, by the addition of one or more
ingredients, such as nickel or cobalt (generally cobalt) and
then applying a heat treating or sintering process, the car-
bide emerges in its final form. It might be observed that
this is one of the applications of powdered metallurgy. As
a rule, steel cutting grades contain titanium, tantalum or
combinations of both whereas straight tungsten carbide is
used for cast iron or non-ferrous metal.
Cemented carbides are extremely hard — next to the
diamond in hardness and therefore a great deal harder than
high speed steel; but they are not as tough as the latter,
which characteristic must be taken into account in their
use. They are exceptionally dense and fine grained.
The material from which carboloy is made is reduced to
a very fine powder, closely controlled as to constituents and
grain size, and is then pressed into blanks. The blanks are
subjected to a pre-sintering treatment in an electric furnace,
at a rather low temperature to bond the powder together.
At this stage the blank is shaped to such a size that the re-
duction in volume during sintering will bring it approxi-
mately to the correct final dimensions. Sintering is done in
an electric furnace at a temperature in the order of that
necessary to melt steel. In both bonding and sintering, a
reducing atmosphere is maintained in the furnace. Final
finishing of the tool is accomplished by grinding with silicon
carbide wheels, diamond grinding and lapping. Cemented
carbide tools are usually brazed to a substantial steel shank
for strength and economy.
Cemented carbide must not be considered a cure all for
tool problems; but for a wide variety of applications the
use of it will permit operating speeds of machines to be in-
creased by several times. There are many die applications
on which astounding increase in die life is possible by use of
Carboloy. The speaker warned the audience present that
expert advice was essential on unusual applications and
that the advice of the cemented carbide manufacturer should
be sought.
It is a known fact that one reason Germany was able to
produce such vast quantities of munitions early in the war
was because of a general compulsory use of cemented car-
bides. At the time the war broke out the use of this remark-
able material was on a scale that seemed almost incredible
to industrial leaders in England and the United States.
However, we are rapidly catching up in this deficiency and
cemented carbides are an important contributing factor in
present high production.
SASKATCHEWAN BRANCH
Saskatoon Section
Stewart Younc;, m.e.i.c. -
G. W. Parkinson, m.e.i.c. -
Secretary-Treasurer
Branch News Editor
On October 18th, Mr. C. Neal of the Canadian General
Electric Company, Toronto, addressed the Peterborough
Branch, having as his topic Cemented Carbide, The
Magic Metal.
A joint dinner meeting of the Saskatoon Section of The
Engineering Institute and the Saskatchewan Association
of Professional Engineers was held in the Bessborough Hotel
on Wednesday, October 20th, to welcome President K. M.
Cameron.
Mr. A. M. Macgillivray, chairman of the Saskatchewan
704
December, 1943 THE ENGINEERING JOURNAL
THE PRESIDENT AT SASKATOON
Below: Councillor A. M. Macgilli-
vray, Acting Dean R. A. Spencer,
and A. L. Cole.
Prof. A. R. Greig, Prof. I. M. Fraser
and President K. M. Cameron.
Acting Dean Spencer introduces Presi-
dent Cameron to the students at the
University of Saskatchewan.
The students enjoyed listening to the president.
The president shakes hands with the students after
addressing them.
Members of the Undergraduates Engineering So-
ciety at the University of Saskatchewan, left to
right: D. D. Munroe, treasurer; E. J. Bobyn, N. L.
Iverson, B. D. Kenney, vice-president; R. F.
Gibson, president and M. W. Chomyn.
Branch, presided. President Cameron was introduced to the
gathering by Acting Dean R. A. Spencer of the University
of Saskatchewan.
President Cameron reviewed briefly the activities of the
Institute during the past year, stressing the progress made
during recent years, in the negotiating of agreements with
the provincial associations of professional engineers. He then
went on to deal with the problems of Post- War Recon-
struction, reviewing previous attempts to relieve unem-
ployment by publicly financed construction projects, out-
lining the deficiencies and difficulties encountered in these
programmes. President Cameron emphasized the import-
ance of proper planning and advocated that many groups
should be engaged in planning, with each group working on
some specific phase of reconstruction.
President Cameron visited the University of Saskatche-
wan on Thursday morning and addressed a meeting of the
third and fourth year engineering students. He described
the organization and functions of the Institute and also
stressed the importance of forming an early affiliation with
some professional organization. The sudden increase in
requests for student application forms is concrete
evidence of how well the president stimulated the
interest of the students. At the conclusion of this meeting,
he presented to Mr. J. A. Wheat, the certificate given
annually to the winner of the third year prize provided
by the Institute.
Mrs. Cameron, who accompanied Mr. Cameron, was en-
tertained by the wives of the local members during their
visit here.
THE ENGINEERING JOURNAL December, 1943
705
THE PRESIDENT AT VICTORIA
Below: Kenneth Moodie, Branch
Secretary Reginald Bowering,
a reporter and A. L. Carruthers
dine in private owing to overflow.
Left to right: Mrs. H. L. Sher-
wood, Colonel H. L. Sher-
wood, Mrs. Kenneth Reid,
President Cameron, Branch
Chairman Kenneth Reid.
Victoria City Engineer G. M.
Irwin thanks President Cam-
eron. On his right, R. E.
Wilson, R.C.E., and J. H.
Blake.
SAULT STE. MARIE BRANCH
A. 0. Evans, m.e.i.c.
Secretary-Treasurer
On Wednesday, October 27th, 1943, the Sault Branch of
the Institute had the pleasure of entertaining their presi-
dent, K. M. Cameron, and Assistant Secretary Louis Trudel
at a dinner held in the Windsor Hotel, which was attended
by thirty-one members and guests.
After the dinner the guests were honoured by having
A. Y. Broughton sing two songs, which were, "We're Proud
of Canada," and "Now that I've seen Marie." A. H. Mel-
drum was the accompanist.
The chairman called upon R. S. McCormick to introduce
the president. Mr. McCormick spoke of his long association
with the president and told the meeting of the fine type of
public servants that Canada has, noting that Mr. Cameron
heads a Department at Ottawa.
Mr. Cameron had for his topic Post- War Problems.
There were many facets to this problem such as agriculture,
construction, reforest ration. He cited that it was the coun-
try's desire to give a job to everyone able and willing to
work. However, he felt that construction alone could not
solve the problem.
To prove his theory he said that there were 722,000
people in the armed forces at the present time, with
1,036,000 employed in direct war production. Last year
Canada spent a sum of $640,000,000 on construction, the
greatest in the nation's history. However, only 200,000 were
directly employed in these projects with some 300,000 pro-
ducing materials or a total of 500,000 employed.
At present there are now 4,462,000 people employed in
Canada. The war production of Canada was valued at four
and one-half billions last year.
One of the main reasons for failure of the Government's
effort in the depression to relieve conditions was the lack
of co-ordination between governing bodies. He felt that the
skilled people would not be content with dirt removing jobs.
In closing he said that we must all pull together and
make Canada a finer country to live in.
Mr. J. L. Lang first thanked the president for his inspiring
talk and then introduced the assistant secretary, Mr. Louis
Trudel to the meeting.
Mr. Trudel brought greetings from Headquarters and
then spoke briefly on Institute activities, which have greatly
increased since the outbreak of war. The Institute interested
itself in the status of engineers in the armed forces and in
the civil service.
^ The Institute had printed and distributed a booklet on
Structural Defence against Bombing. At present a co-
operative agreement with the Manitoba Professional
Association was under consideration. He said that Head-
quarters was fighting for the welfare of engineer
Chairman N. C. Cowie extended the thanks of the Branch
to the speakers and expressed the hope that their stay in
the city had been a happy one.
A. E. Pickering moved the adjournment.
VANCOUVER BRANCH
P. B. Stroyan, m.e.i.c.
A. Peebles, m.e.i.c. -
Secretary- Treasurer
Branch News Editor
The October meeting of the Branch was addressed by
Mr. Norman R. Olding, Supervisor of Technical Staff, West-
ern Canada, for the Canadian Broadcasting Corporation,
the subject being Technical Aspects of Broadcasting
and Future Trends.
Members from the Branch and guests from The American
Institute of Electrical Engineers (Vancouver Section) num-
bering about forty-five altogether, heard Mr. Olding deliver
a most comprehensive and extremely interesting talk on the
different phases of broadcasting.
The various requirements necessary to insulate the studio
against vibration in the building were detailed, with a de-
scription of the different methods of constructing walls,
floors and ceilings to obtain the best results. The speaker
explained the necessity of ensuring proper accoustics in the
studio, and noted the different materials used in the absorp-
tion of sound to ensure the best accoustical conditions.
The use of wire lines in the transmission of network pro-
grammes, and some of the technical and physical difficulties
encountered were explained, as well as the necessity of re-
cording programmes for later release over different stations
on the network to take care of the time differences across
the country.
Three of the newer developments in radio, frequency
modulation, facsimile, and television were explained at some
length. It was noted that frequency modulation, as distinct
from amplitude modulation in vogue at the present time,
706
December, 1943 THE ENGINEERING JOURNAL
THE PRESIDENT'S VISIT TO WINNIPEG
Below: H. S. Rimmington, president of the
Association of Professional Engineers of
Manitoba, Councillor A. M. Macgillivray, of
Saskatoon, Dean E. P. Fetherstonhaugh
of the University of Manitoba, T. H. Kirby
and Councillor E. Nelson, of Edmonton.
Vice-President W. P. Brereton, Branch Secretary
T. E. Storey, Branch Chairman J. T. Dyment, Coun-
cillor C. E. Webb, of Vancouver, Branch Vice-Chair-
man T. H. Kirby and Past Branch Chairman D. M.
Stephens.
T. E. Storey, M. A. Lyons, H. W. McLeod, D. L. McLean and
D. M. Stephens.
Right: President Cameron presents the Institute
prize to Douglas J. Roy, of the University of Manitoba.
will eliminate static, but whereas the radio band at present
accommodates over one hundred different wave lengths,
the same band would only accommodate seven or eight
channels under frequency modulation, and it will therefore
be necessary to use very high frequencies to overcome this
difficulty. The practical range, using frequency modulation,
is limited to about one hundred and twenty miles, so that
in all probability its usefulness will be limited to urban
localities, and the rural population will still be served by
amplitude modulation as at present.
The new development, facsimile, was explained in detail
as well as some of the uses which may be made of this new
phase. The same basic ideas developed to a further degree
give us television, and the speaker gave a detailed picture
of the various principles involved and of some of the diffi-
culties which must be overcome before television will be-
come a commercial possibility.
After the meeting those present were privileged to make
a tour of inspection of CBR, the regional station of the
Canadian Broadcasting Corporation, where Mr. Olding con-
ducted the members through the various studios and control
rooms, explaining the functions and uses of the different
types of equipment. The members had the privilege of
speaking into a microphone, and within a minute or two
the record was played back, so that each in turn heard
his own voice rebroadcast.
Mr. Kelly, chairman of the Branch, introduced the
speaker, and a vote of thanks, expressing appreciation to
Mr. Olding for his very instructive address, was proposed
by Mr. Buchan.
VICTORIA BRANCH
R. BOWERING, M.E.I.C.
Secretary- Treasurer
A joint dinner of the Victoria Branch of the Institute
and the Victoria Section of the McGill Graduates Society
was held in the Empress Hotel, Victoria, on Friday, Octo-
ber 15th, 1943. Some sixty members, their wives, and
McGill graduates sat down to dinner. In his address to the
meeting, President Cameron stressed the part to be played
by the engineer and the Institute in Post-War Recon-
struction He welcomed the opportunity to meet both
Institute members and his fellow graduates of McGill Uni-
versity and his remarks were heartily received by all present.
The chairman, Kenneth Reid, and Dr. Hermann Robert-
son, president of the McGill Graduates Society, both wel-
comed President Cameron to Victoria and to this meeting
of Institute and McGill members.
On Saturday, while Mrs. Cameron was entertained by
the ladies of the branch, the president was conducted on a
personal tour of the local Pacific Coast defences, the dock-
yard, drydock, and to Yarrows Ltd. shipbuilding plant at
Esquimalt.
President and Mrs. Cameron left Victoria by boat for
Vancouver on Saturday night, October 16th.
THE ENGINEERING JOURNAL December, 1943
707
Library Notes
ADDITIONS TO THE LIBRARY
TECHNICAL BOOKS
Lubricants and Cutting Oils for Machine
Tools:
William Gordon Forbes. N.Y., John Wiley
& Sons, Inc., c. 1943. 5l/2 x 8l/2 in. il. 50.
Heat Treatment of Aluminum Alloys:
Aluminum Company of Canada, Limited.
5Yi x 8}4 in. 31 pp.
Short Wave Wireless Communication,
including Ultra-Short Waves:
4th ed. A. W. Ladner and C. R. Stoner.
N.Y., John Wiley & Sons, Inc., 1942.
5%x8y2 in. $6.00.
Fundamentals of Radio:
L. 0. Gorder and Carl H. Dunlap. Chicago,
American Technical Society, 1943. 5Y2 x
8 Y in. $2.75 {Canadian price).
Lubrication of Industrial and Marine
Machinery:
William Gordon Forbes. N.Y., John Wiley
& Sons, Inc., c. 1943. 5Yi x 8Y2 in. $3.50.
Industrial Safety :
Edited by Roland P. Blake. N.Y., Prentice-
Hall, Inc., 1943. 6 x 9}4 in. $5.00.
Plastics:
Revised edition. J . H. DuBois. Chicago,
American Technical Society, 1943. 5]/2 x
8x/2 in. $5.50 {Canadian price).
Principles of Physical Metallurgy:
Frederick L. Coonan. N.Y., Harper and
Bros., c. I943. 6\i x 9Y2 in. $3.25.
Modern Timber Design:
Howard J. Hansen. N.Y., John Wiley &
Sons, Inc., 1943. 5Y2 x 8x/2 in. $3.00.
Voluntary and Selective Programme to
Aid Water Utilities in a Co-operative
Stop Water Waste Campaign:
American Water Works Association, 1943.
8Y2 x 10y2 in. 100pp. $2.00.
Slide Rule Simplified with Genuine
Dietzgen Slide Rule:
C. 0. Harris. Chicago, American Techni-
cal Society, 1943. 5]/2 x 8Y2 in. $3.75
{Canadian price) — with Slide Rule $5.00
{Canadian price).
Fundamental Radio Experiments:
Robert C. Higgy. N.Y., John Wiley &
Sons, Inc., 1943. 5% x 8Y2 in. $1.50.
TRANSACTIONS, PROCEEDINGS
The Institution of Mechanical Engineers:
Proceedings volume 148, July-December,
1942. London, The Institution, 1943.
New York State — Division of Commerce
— Executive Department:
The expanding mineral industry of the
Adirondacks, by Herman F. Otte. 102 pp.
Cornell University — Engineering Experi-
men t Station — Bulletin :
No. 31; The solution of simultaneous linear
equations by an approximation method.
No. 32; Radiant heating and cooling;
part 1— Angle factors for calculations on
radiant heating and cooling.
Ohio State University — Engineering Ex-
periment Station — Bulletin:
No. 116; The drying of rayon.
U.S. National Research Council — High-
way Research Board:
Wartime Road Problems — No. 7; Use of
soil-cement mixtures for base courses.
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
U.S. Bureau of Mines — Technical Paper:
No. 654; Hydrogénation and liquefaction
of coal, part 4 — Effect of temperature
catalyst and rank of coal on rates of coal-
hydrogenation reactions.
National Safety Council — Street and
Highway Traffic Section :
Summary report of the 32nd National
Safety Congress and Exposition, October
5-7, 1943.
The Electrochemical Society — Preprints:
No. 84-12; The electrogalvanizing of strip
steel. No. 84-13; The plating from the
potassium slannate bath. No. 84-14; The
electric characteristics of the ozonator dis-
charge. No. 84-15; Electrodeposition of
cobalt-tungsten alloys from an acid plating
bath. No. 84-16; Acetylene pohjmer pro-
duced in electric discharge. No. 84-17;
Distribution of galvanic corrosion.
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.
A.S.T.N. SPECIFICATIONS FOR STEEL
PIPING MATERIALS
American Society for Testing Materials,
Philadelphia, Pa. 255 pp., illus., diagrs.,
tables, 9x6 in., paper, $1.75 {to members,
$1.25).
These specifications cover pipe and tubes
for conveying liquids, vapor and gases at
normal and elevated atmospheres, as well as
those for the castings, bolts, nuts and fittings,
used in piping installations. The specifications
are the latest adopted by the Society.
A.S.T.M. STANDARDS ON PETROLEUM
PRODUCTS AND LUBRICANTS
Prepared by A.S.T.M. Committee D-2 on
Petroleum Products and Lubricants; Meth-
ods of Testing, Specifications, Definitions,
Charts and Tables; American Society for
Testing Materials, 260 S. Broad St.,
Phila., Sept., 1943. 44% PP- Mus., diagrs.,
charts, tables, 9x6 in., paper, $2.25.
This pamphlet brings together in convenient
form the 1943 report of the committee on
petroleum products and lubricants, the vari-
ous A.S.T.M. standard and tentative methods
of test and specifications pertaining to petro-
leum. The 1943 edition of this annual com-
pilation includes 75 test methods, 14 specifi-
cations and two lists of definitions of terms
relating to petroleum and to materials for
roads and pavements.
AERIAL PHOTOGRAPHS AND THEIR
APPLICATIONS
By H. T. U. Smith. D. Applelon-Century
Company', New York and London, 1943.
372 pp., illus., diagrs., charts, tables, maps,
9Yzx6 in., cloth, $3.75.
The major part of this book is devoted to
the interpretation of aerial photographs and
to map-making procedure, with particular
regard to wartime requirements. The topo-
graphic and geologic aspects of interpretation
receive special consideration, and practical,
working procedures are emphasized. The view-
point assumed is that of the user of aerial
photographs, so the technique of taking them
is not itself presented.
AEROPLANE PRODUCTION YEAR
BOOK AND MANUAL (1)
Edited by G. W. Williamson, foreword by
Sir C. Bruce-Gardner. Paul Elek {Pub-
lishers) Ltd., Africa House, Kingsway,
London, W.C.2, May, 1943. 564 pp.,
illus., diagrs., charts, tables, 8Y2 x 5Yi in.,
linen, 40s. 6d. {41s. 6d. abroad).
The purpose of this volume is to provide
information in regard to production methods
in a compact and accessible form. The use and
treatment of aircraft materials are described,
general and specialized manufacturing pro-
cesses are explained, and the construction and
characteristics of the varied types of airplane
equipment are discussed. There is a large
bibliography which includes numerous ab-
stracts.
AMBASSADOR TO INDUSTRY, The Idea
and Life of Herman Schneider
By C. W. Park, with a foreword by C. F.
Kettering. Bobbs-Merrill Co., Indian-
apolis and New York, 1943. 324 PP-,
illus., charts, tables, 9x6 in., cloth, $3.50.
In order to bridge the gap between academic
college training and actual working practice,
Herman Schneider introduced, at the Uni-
versity of Cincinnati in 1906, the ''co-opera-
tive plan of education," in which the students
went to school part time and worked at actual
jobs in their field part time. This end similar
activities are emphasized in this biography of
an outstanding educator, presented against a
background of fact and anecdote which brings
out the character of the man.
(The) AMERICAN PATENT SYSTEM, an
Economic Interpretation.
By W. B. Bennett. Louisiana State Uni-
versity Press, Baton Rouge, La., 1943.
259 pp., diagrs., charts, tables, 9 x 5Yi in.,
cloth, $3.00.
Written from an economic viewpoint, this
book describes our patent system and dis-
cusses its uses and abuses. Many questions
involving the patentee, the corporate concern
and the public are answered explicitly, with
reference to court decisions and the opinions
of research workers and business men. The
book is intended to be of use to students,
inventors, corporations and interested laymen.
ELECTRO-PLATING, a Survey of Mod-
ern Practice, including the Analysis
of Solutions
By S. Field and A. D. Weill. 4th ed. rev.
& enlarged. Sir Isaac Pitman & Sons,
London; Pitman Publishing Corp., New
York, 1943. 437 pp., illus., diagrs., charts,
tables, 7Y2x5 in., cloth, $5.00; 15s.
The major part of this text is devoted to
description of the practical processes by
which metals are deposited on a surface.
Fundamental principles are briefly discussed;
the electro-plating plant is described; mech-
anical and chemical cleaning of metals is
covered; and chapters are included on the
testing of electrodeposits and on metal
coloring.
ELECTRONIC INTERPRETATIONS OF
ORGANIC CHEMISTRY
By A. E. Remick. John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 474 PP-, diagrs., charts, tables,
9 x5y2 in., cloth, $4.50.
The main purpose of this book is to show
how electronic theories of organic chemistry
may be combined with such modern develop-
ments in physical chemistry as the quantum-
mechanical concept of resonance and the
transition-state theory of reaction rates. The
work is intended as a review and an advanced
708
December, 1943 THE ENGINEERING JOURNAL
textbook, in which those developments in the
field of physical and theoretical chemistry
that seem to offer new and useful methods of
attacking the problems of preparative organic
chemistry are presented.
ENCYCLOPEDIA OF SUBSTITUTES
AND SYNTHETICS
Edited by M. D. Schoengold. Philosophical
Library, 15 East 40th St., New York, 1943.
382 pp., tables, 9\i x 6 in., cloth, $10.00.
This encyclopedia covers products that
have been recently developed in order to re-
place critical materials that have become
difficult or impossible to obtain. The proper-
ties and uses of these replacement materials
are given, the materials needing to be con-
served are listed with their practical substi-
tutes, and a separate index of trade names is
provided. All branches of industry, manu-
facture and pharmaceutics are represented.
ERUPTIVE ROCKS, their Genesis, Com-
position and Classification, with a
chapter on Meteorites
By S. J. Shand. 2 ed. rev. & enl. John
Wiley & Sons, New York; Thomas Murby
& Co., London, 1943. 444 pp., Mus.,
diagrs., maps, charts, tables, 8]/% x 5Y2 in.,
cloth, $5.00.
The early chapters discuss the composition
of eruptive rocks and the formation of natural
rock-magmas. Later chapters present a classi-
fication of eruptive rocks, a system of petro-
graphy, and quantitative descriptions of illus-
trative examples of the main types of eruptive
rocks, together with their occurrence and
genesis. A considerable amount of detailed
information about meteorites forms the final
chapter.
FUNDAMENTALS OF RADIO for Those
Preparing for War Service
By L. 0. Gorder, K. A. Hathaway and
C. H. Dunlap. American Technical So-
ciety, Chicago, 1943. 373 pp., Mus.,
diagrs., charts, tables, 8% x °~/i în-> cloth,
$2.00
This textbook is intended for a first-level
course following the War Department's
recommended outline. It covers general elec-
trical and radio theory, the principles and use
of basic radio equipment, acoustics and
acoustical apparatus, and the construction of
transmitters and receivers. A glossary of terms
is included.
HYPER AND ULTRAHIGH FREQUENCY
ENGINEERING
By R. I. Sarbacher and W. A. Edson.
John Wiley & Sons, New York; Chapman
& Hall, London, 1943. 644 PP-, Mus.,
diagrs., charts, tables, 9 x 5Yi in., cloth,
$5.50.
All phases of hyper-frequency engineering
are discussed in considerable detail, including
the generation, transmission and reception of
quasi-optical waves. Following the basic elec-
tromagnetic theory are chapters on wave
guides, transmission line theory, cavity reson-
ators, horns and reflectors, vacuum-tube
behavior and applications of tubes. A large
bibliography is included.
(An) INTRODUCTION TO HEAT
ENGINES
By A. E. Allcut. University of Toronto
Press, Toronto, Canada, 1943. Paged in
sections, Mus., diagrs., charts, tables,
9Y2x6 in., cloth, $2.75.
This book provides a concise, interesting
introduction to the field of heat engines in
which the existence of the same general scien-
tific principles in all types is indicated. Each
chapter is illustrated by applications to steam
engines, turbines, air compressors and inter-
nal-combustion engines, their similarities as
well as their differences being pointed out.
Chapter four is an excellent brief historical
survey.
THE J. & P. SWITCHGEAR BOOK, being
an Outline of Modern Switchgear
Practice for the Non -Specialist User,
Vol. 2
By R. T. Lylhall. 1st ed. Johnson &
Phillips Ltd., Charlton, London, S.E.7,
1943. 227 pp., Mus., diagrs., charts,
tables, 9x6 in., cloth, 15s. plus postage.
The new volume of this well-known work
on switchgear is planned, like the first to
supply practical information for the needs of
non-specialists. Volume 2 supplements volume
1 by covering some items omitted in it and by
giving information on later developments.
MANUAL OF INSTRUCTIONS ON
PROPER FIRING METHODS in the
interest of Fuel Combustion and
Conservation, Air Pollution, Smoke
Elimination
Smoke Prevention Association of America,
139 North Clark St., Chicago, 1948. 58 pp.,
Mus., diagrs., charts, tables, 11x8 in.,
paper, free upon application (send $0.25
for mailing cost).
The following eight papers by various
authors are contained in this manual: Pre-
venting spontaneous combustion in stored
coal; How to reduce smoke from hand-fired
furnaces; The service engineer; Underfeed
stokers; Practical application of statistical
methods for controlling coal quality; Overfire
air performance applied to stationary plants;
The modern spreader stoker; Chain grate
stokers.
METALLOGRAHPY OF ALUMINUM
ALLOYS
By L. F. Mondolfo. John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 351 pp., Mus., charts, tables, 9 x 5}/%
in., cloth, $4.50.
Four main sections cover respectively: the
equilibrium diagram of aluminum alloys; the
technique of macro- and micro-examination;
the normal structure of the commercial alloys
of aluminum; the effect of fabricating on the
microstructure, with references to macro-
structure and actual practices. Since the book
is intended for the plant metallurgist rather
than the student, no details are given on
general metallurgy and metallography. There
is a large, classified bibliography.
ORGANIZATION FOR METROPOLITAN
PLANNING, Four Proposals for Re-
gional Councils
American Society of Planning Officials,
Chicago 37, III, 1943. 73 pp., charts,
10 x 7 in., paper, $1.00.
This pamphlet contains the four prize-
winning essays in a national competition for
the best proposal for the organization and
operation of a regional council in a metropoli-
tan area. They are presented to stimulate
thinking upon a problem that is becoming
increasingly acute as the tax base moves out
from our cities, while these are called upon
to provide social services upon an increasing
scale.
PATENT LAW for Chemists, Engineers
and Students
By C. H. Biesterfeld. John Wiley & Sons,
New York; Chapman & Hall, London,
1943. 225 pp., 8Y2 x 5Yi in., cloth, $2.75.
The basic principles of our patent law are
presented and illustrated by citation of and
quotation from court decisions. The book is
intended for persons without legal training
who, in their daily work, are confronted at
times with questions of patent law and
practice.
PHYSICAL CONSTANTS OF THE PRIN-
CIPAL HYDROCARBONS
Compile! by M. P. Doss. 4th ed. Texas
Company, New York, 1943. 215 pp.,
tables, 9x11 in., cloth, $3.75.
The data contained in this volume are pre-
sented in tabular form, which simplifies their
use and provides space for filling in values
not now given but which may subsequently
become available. Most of the aliphatic
hydrocarbons so far isolated or synthesized
are included ; this holds true to a lesser degree
for the other hydrocarbons, except that only
the principal members of the polycyclic series
are considered. Literature references are given
for all values.
PLANNING and POST-WAR PLANNING
—STATE ORGANIZATIONS. Mem-
bership Directory, September, 1943
American Society of Planning Officials,
Chicago 37, III. 34 pp., manifold copy,
11 x8Yi in., paper, $1.00.
A directory of these organizations, giving
the names of officials and members, and office
addresses.
PRACTICAL RADIO COMMUNICATION,
Principles, Systems, Equipment,
Operation
By A. R. Nilson and J . L. Hornung. 2 ed.
McGraw-Hill Book Co., New York and
London, 1948. 927 pp., Mus., diagrs.,
charts, tables, 9 x 5Yi in.,fabrikoid, $6.00.
Basic radio principles are concentrated in
the first eight chapters of this comprehensive
work. The practical application of these
principles to aviation radio, broadcasting, and
marine radio follow in the order given. Im-
portant additions in this edition include
material on amplifiers, the cathode-ray oscil-
loscope, antenna arrays, ultra-high-frequency
theory and practice, frequency modulation
and direction finders.
PROTECTIVE AND DECORATIVE
COATINGS, Vol. 3
Prepared by a Staff of Specialists under
the Editorship of J. J. Mattiello. John
Wiley & Sons, New York; Chapman &
Hall, London, 1943. 880 pp., Mus., diagrs.,
charts, tables, 9Yi x 6 in., cloth, $7.50.
The third volume of this comprehensive
work deals with the manufacture and uses of
these coatings: Colloids in the paint and var-
nish industry, Oleoresinous vehicles, Oleo-
resinous paints, Water and emulsion paints,
Lacquers, Printing inks, Luminescent coat-
ings, Paint manufacturing processes, and
Stains. The book is the joint effort of a num-
ber of specialists. It organizes the facts and
theories of paint technology into a coherent,
inclusive account, in which basic principles
are stressed.
SHIP OUTFITTER'S HANDBOOK
By E. M. Hansen. Cornell Maritime
Press, New York, 1943. 291 pp., diagrs.,
charts, tables, 914 x 6 in., cloth, $3.00,
with Special Supplement of 17 Folding
Plates.
Intended for the beginner, this handbook
covers the various jobs the outfitter is called
upon to install. It gives full details of pro-
cedures and discusses shop work, ordering,
preparing materials and the use of templates.
Introductory chapters cover ship layout and
blueprint reading and, in addition to the large
number of explanatory drawings in the text,
seventeen special plates are included in a
supplement.
TUNGSTEN, its History, Geology, Ore-
Dressing, Metallurgy, Chemistry,
Analysis, Applications and Econo-
mics. (American Chemical Society
Monograph No. 94.)
By K. C. Li and C. Y. Wang. Reinhold
Publishing Corp., New York, 1943. 325
pp., Mus., diagrs., charts, tables, maps,
9Y2x6 in., cloth $7.00.
This volume, by the leading authority on
tungsten, covers its subject thoroughly. The
geology of the ore deposits, ore dressing,
metallurgy and chemistry are discussed. A
chapter is devoted to analysis. Further chap-
ters consider the industrial uses of tungsten,
substitutes for tungsten in steel alloys and the
economics of the tungsten industry. The
chapters have useful bibliographies.
THE ENGINEERING JOURNAL December, 1943
709
PRELIMINARY NOTICE
of Applications for Admission and for Transfer
November 30th, 1943
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
circumstances 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
BLAYLOCK— PETER WOODBURN, of Shawinigan Falls, Que. Born at Maiden-
head, England, Aug. 7th, 1912; Educ: B.Sc, McGill Univ., 1934; grad. Member,
Institution of Chem. Engineers, London; Member, Amer. Inst of Chem. Engineers;
With the Shawinigan Chemicals, Ltd., as follows: 1934-36, chem. engr., plant re-
search dept., design and operation of pilot plant equipm't. for the synthesis of organic
chemicals from acetylene gas; 1936-39, chem. engr., operation dept., i/c operation and
mtce. of acetic anhydride unit; 1939 to date, development engr., engrg. dept., i/c
process design and development work.
References: M. Eaton, A. H. Heatley, H. J. Ward, H. K. Wyman, A. F. G.
Cadenhead.
CARRICK— STANLEY MIRUS, of 365 Selkirk Ave., Winnipeg, Man. Born at
Winnipeg, Man., Dec. 5th, 1911; Educ: At present, in 4th year Civil Engineering,
Univ. of Manitoba; 1926-28, rodman, C.N.R.; 1930, asphalt inspr., city engr.'s dept.,
Winnipeg; 1935 (summer), sprinkler system designer, Winnipeg; 1935-36, concrete
and steel inspr., Winnipeg Sewage Disposal Plant; 1936-38, instru'mn., res. engr., etc.,
on Trans-Canada Highway; 1939, sales engr., Vulcan Iron Wks., Winnipeg; 1940-41,
instru'mn., Dept. of Transport; 1941 (summer), group engr., Carter-Halls-Aldinger;
1941-43, junior engr., works and bldgs. branch, R.C.A.F., Winnipeg.
References: A. E. Macdonald, G. H. Heriot, N. H. Hall, W. F. Riddell, A. V.
Taunton.
CZERWINSKI— WACLAW, of 3 Claxton Blvd., Toronto. Born at Czortkow,
Poland, Nov. 16th, 1900; Educ: Mech. Engr., Univ. of Lwow (Politechnika Lwowska),
1931; 1927-30, asst. prof, of statics and aerodynamics, Univ. of Lwow, Poland;
1930-33, tech. mgr. and owner of glider factory, Lwow; 1933-35, chief engr., tech.
glider institute, Lwow; 1935-36, chief engr., military glider factory, Krakow; 1936-39,
chief designer, national aeroplane factory, Biala Podlaska, Poland; 1940, designer,
Devoitine Aeroplane Factory, Toulouse, France; 1940-41, designer, Polish Tech.
group, Polish General Staff, London, England; 1941-42, project engr., De Havilland
Aircraft Ltd., Toronto; 1942 to date, chief engr., Canadian Wooden Aircraft, Toronto.
References: C. R. Young, W. S. Wilson, C. F. Morrison, R. F. Legget, M. W.
Huggins.
ELLIOTT— ROBERT BARRY of Brownsburg, Que. Born at Montreal, Que.,
Oct.4th, 1916; Educ: B.Eng., McGill Univ., 1939; With the Northern Electric Co. as
follows: 1936 (summer), elec mtce. work, 1937 (summer), telephone relay inspection
work; 1938 (summer), elec. mtce., install'n. and production work, Angus Shops,
C.P.R.; With the English Electric Co., St. Catharines, Ont., as follows: 1939-40, pro-
duction and test work on industrial elec. equipm't., 1940 (July to Dec), preliminary
design and estimating work, sales dept.; With Defence Industres Ltd., Brownsburg,
as follows: 1941 (Jan. -May), inspect'n. foreman on metallic operations, 1941 (May to
Aug), metal lab. engr., 1941-42, asst. production supervisor of metallic operations,
1942 to date, inspection supervisor, all operations.
References: J. W. Houlden, E. L. Johnson, G. W. Lawson.
GOLDWAG— DAVID, of 1290 Bernard Ave., Montreal. Born at Warsaw, Poland,
Aug. 24th, 1903; Educ: Diploma engr., Tech. Univ. of the Free City of Danzig, 1928;
1929-31, tech. mgr., automobile assembly plant and repair shops, "Iwa" Co. Ltd.,
Danzig; 1931-33, service inspr., truck and bus assembly and repairs, "Morris Com-
mercial in Poland" Co. Ltd., Warsaw; 1933-38, tech. mgr., auto, assembly plant and
repair shops, "Hudsexway" Automobile Co. Ltd., Danzig; 1938-39, tech. mgr.,
Polish-British Automobile Co. Ltd., Warsaw; 1940, tech. mgr., auto, repair shops,
G. Bakas Automobiles, Kaunas, Lithuania; 1941-42, tool designer, Canadian Vickers
Ltd.; at present, tool designer, propeller division, engrg. dept., Canadian Car &
Foundry Co. Ltd., Montreal.
References: R. C. Flitton, P. G. Gauthier, W. H. Cook, L. Galler, W. Yack.
HAND— CARL EVERETT, of 238-21st St., Arvida, Que. Born at Blackfalds,
Alta., Sept. 8th, 1914; Educ: B.A.Sc, Univ. of B.C., 1939; 1937 (summer), student
asst., topographical survey, Dept. of Mines & Resources; 1938 (summer), engr.,
R. W. Large Memorial Hospital, Bella Bella, B.C.; refinery operator on foreign con-
tract with Bahrein Petroleum Co., Persian Gulf., as follows: 1939-40, shift operator,
1940-41 (Mar.), water tender, steam plant, 1941 (Mar.-Sept.), shift operator, 1941-42,
water tender, power plant; 1942 to date, shift engr., Arvida Sub-Station, Aluminum
Co. of Canada.
References: J. N. Finlayson, H. J. MacLeod, C. Miller, P. E. Radley, R. M.
Fullerton.
LAMOUNTAIN— GEORGE WILLIAM, of Arvida, Que. Born at Champlain,
N.Y., June 10th, 1888; Educ: B.Sc, U.S. Naval Academy, 1912; 1908-12 (summers),
practical cruises on board battleships of the U.S. Navy; 1912-24, gen. asst. engr. to
chief engr., various types of ships in the U.S. Navy; retired from U.S. Navy Oct.,
1926; 1927-32, with Duke Price Power Co., and 1932-39, supt. of properties, Duke
Price Power Co. (now Saguenay Power Co. Ltd.); with the Aluminum Co. of Canada,
Ltd. as follows: 1939-42, personnel mgr., 1942 to date, supt. of properties, Arvida, Que.
References: A. W. Whitaker, McN. DuBose, C. Miller, A. C. Johnston, M. G.
Saunders, J. L. E. Price.
LIMOGES— JACQUES, of Beauportville, Que. Born at Ste. Anne des Plaines,
Que., June 17th, 1908; Educ: B.A.Sc, CE., Ecole Polytechnique, 1932; R.P.E. Que.;
1928-30 (summers), articled pupil to topographical survey branch, Dept. of Interior,
Ottawa; 1931 (summer), instru'mn., Dept. of Highways, Que.; 1932-33, sales engr.,
Wallace & Tiernan, Ltd., Montreal; with the Dept. of Highways, Quebec, as follows:
1933-34, res. engr., 1934-36, asst. divnl. engr., 1936-40, divnl. engr., Amos, 1940 to
date, principal engr., District No. 1, Quebec.
References: Ernest Gohier, A. Larivicre, H. Cimon, René Dupuis, Paul Vincent.
LITTLE— ELLIOTT MENZIES, of 81 Gilmour Hill, Quebec, Que. Born at
Beachburg, Ont., Oct. 7th, 1899; Educ: B.A.Sc. (Elec), Univ. of Toronto, 1925;
With the Abitibi Power & Paper Co., Iroquois Falls, Ont., as follows: 1925-28, plant
elec engr., 1928-32, asst. hydraulic engr.; With the Anglo-Canadian Pulp & Paper
Mills, Ltd., Quebec, as follows: 1932-40, gen. supt., 1940 to date, gen. mgr. and 1941
to date, president and gen. mgr., Gaspesia Sulphite Co. Ltd.
References: E. D. Gray-Donald, L. E. Westman H. W. Lea, C. R. Young, P. S.
Gregory.
McKEOWN— LEWIS AUSTIN, of 1535 Bernard Ave., Outremont, Que. Born at
Quebec City, Dec. 29th, 1916; Educ: B.A., Loyola College, 1937; L.Sc Univ. of
Montreal, 1940; With the Aluminate Chemicals, Ltd., Toronto, as follows: 1941
(June-Dec), asst. in service work with chem. products for industrial water treatment,
1941 to date, service representative for eastern district extending from Kingston to
Halifax; also install'ns., plant survey, recommendations for type and quantity of
chemicals, feeding devices and equipm't.
References: G. R. Connor, C. B. Jackson, H. M. Esdaile, G. F. Layne, H. C. Karn,
C. R. Bown.
McLEAN— GLEN ROLAND, of 11932 Valmont St., Bordeaux, Que. Born at Ed-
monton, Alta., June 3rd, 1916; Educ: B.Sc. (Chem. Engrg), Univ. of Alberta,
1940; 1937-38, timekeeper, H. G. Macdonald & Co., General Contractors;
1940, lab. asst., Powell River Pulp & Paper Co.; 1940-41, chemical inspection,
(Military Explosives Div'n.), United Kingdom Technical Mission; 1941-42, chemical
and ballistic inspection, British Supply Board, Chickasaw Ordnance Works, Memphis,
Tenn. ; 1942-43, asst. to Inspector in charge, New Jersey Powder Co., Belvedere, N.J. ;
1943 to date, tech. service engr , plastics div'n. (specialty resins), Monsanto (Canada)
Ltd., Montreal, Que.
References: C. A. Robb, A. W. Haddow, ]{. S I. Wilson, H M Hardy, I. F.
Morrison.
ROSS— JOHN HENRY, of 4 Jackson Avenue, Toronto, Ont. Bom at Orillia, Ont.,
June 11th, 1908; Educ: B.Sc. (Mech), Queen's Univ., 1935; R.P.E. Ont.; 1935-36,
dftsmn., Canadian Kodak Co. Ltd., Toronto; 1936-37, junior engr., Can. Nat. Carbon
Co. Ltd., at. Toronto, Out., and at Cleveland, Ohio; 1937-38, works engr., Eveready
S.A., Buenos Aires, Argentina; 1938-39, plant engr., ordnance div'n., John Inglis Co.,
710
December, 1943 THE ENGINEERING JOURNAL
Employment Service Bureau
SITUATIONS VACANT
MECHANICAL ENGINEER, graduate of about one
year's standing required by stable industry essential
to war work, for draughting, design and study work
on mechanical and other maintenance problems.
Location south-western Ontario. Apply to Box No.
2682-V.
MECHANICAL ENGINEER for a large pulp and
paper company in the province of Quebec. Mill
located near Ottawa. Applicant should have good
knowledge of paper mill design and layout. Do not
apply if a technical person within the meaning of
P.C. 246, Part III (Jan. 19-43) unless your services
are available under the regulations administered by
the Wartime Bureau of Technical Personnel. Reply
stating age, experience, and salary expected to Box
No. 2687-V.
WANTED — We have an opening in our filtration de-
partment for a mechanical, metallurgical or chemical
engineer or a man with equivalent technical training
or qualifications. This job requires the services of a
man to handle test work, sales and servicing of Oliver
paper mill filters, deckers, bleach washers, savealls,
etc. Knowledge of and experience in the pulp and
paper industry along with an engineering background
enabling applicants to solve filtration problems is
required. This is a permanent position. Do not apply
uniess your services are available under regulations
P.C. 246 Part III (Jan. 19-43) administered by the
Wartime Bureau of Technical Personnel. Apply to
E. LONG LIMITED, Orillia, Canada.
CITY ENGINEER— The City of St. John's, New-
foundland, requires the services of a fully qualified
city engineer. Applications for the position, addressed
to the undersigned, will be received up to January
1st, 1944. Applicants are required to state age,
qualifications, experience and references. J. J.
Mahony, City Clerk.
SITUATIONS WANTED
GRADUATE CIVIL ENGINEER, age 55, oyer thirty
years' experience as engineer and construction execu-
tive in charge railway, highway, bridge and founda-
tions and general heavy construction projects. Cap-
able of taking charge organization and management.
Wishes to make permanent connection with view to
immediate and post-war developments. Apply to
Box No. 279-W.
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
GRADUATE ELECTRICALENGINEER, B.Sc.E.E.,
1933, University of Manitoba. Experience in design,
layout, installation, supervision of industrial elec-
trical power, distribution systems; high tension
overhead and underground transmission systems; out-
door and indoor substations. Design and layout of
commercial and industrial lighting systems covering
incandescent, fluorescent and cold cathode instal-
lations. Available on short notice. Apply to Box
2099-W.
GRADUATE B.Sc:, Jr.E.I.C, age 27, executive and
administrative ability, keenly interested in fields of
industrial engineering and chemistry. Engineering
office and laboratory experience, all around technical
training. Bilingual. Presently employed, but war con-
ditions necessitate change. Apply to Box No. 2445-W.
ELECTRICAL ENGINEER, B.Sc. '37, M.E.I.C.
Age 33, married. Six years' experience covering power
station and paper mill operation and maintenance,
includes main dam reconstruction, highway, railway,
water canal and snow surveys, construction design
and layout for paper mill buildings, machinery,
piping, high and low voltage, power distribution,
assistant superintendent. Previous to graduation,
five years experience as electrician's mate, depart-
mental records, time and cost studies. Wants oppor-
tunity where knowledge and experience can be used
to better advancement. Apply to Box No. 2457-W.
CIVIL ENGINEER, 45 years old, married, experienced
in all types of industrial and heavy construction,
railways bridges, water supply, etc., desired perma-
nent position. Available December first. Apply to
Box No. 2458-W.
CIVIL ENGINEER, M.E.I.C, age 28, married.
Experienced in highway and airdrome construction,
sewer and waterwork, construction of buildings,
steam and hot air heating. Desires position with
consulting engineer, municipal engineer or general
contractor in prairie provinces or western Ontario.
Available January 1st, 1944. Apply to Box No.
2459-W.
Mechanical and
Electrical Engineer Wanted
For the position of assistant superintendent
of the Department of Buildings and Grounds,
'with the ultimate view of assuming the
office of superintendent, for a large educa-
tional institution in the province of Quebec.
Preferred age, 30 to 35 years. The duties
involve, among other things, the inspection
of buildings and attached services so that
an annual budget can be prepared for the
operation and maintenance of two light,
heat and power plants and some fifty
buildings and their adjacent campuses;
the consultation with deans of faculties,
wardens of dormitories and heads of de-
partments for the provision of such inform-
ation as they may require. Applicants must
give age, nationality, education, training
experience and references, indicate avail-
ability, include recent photo, and mail
before February 28th, 1944, to Box No.
2688-V.
Toronto, Ont.; 1939-40, asst. mech. engr., Hydro-Elec. Power Comm. of Ont.; 1940
(Feb. to Sept.), project engr. (Nobel), D.I.L.; 1940 (Sept. to date), works engr. and
security officer, Small Arms, Ltd., Long Branch, Ont.
References: D. S. Ellis, A. Jackson, L. M. Arkley, L. T. Rutledge.
SIMSON— FRED THOMAS, of Toronto, Ont. Born at Gait, Ont., March 19th,
1898; Educ: B.A.Sc, Univ. of Toronto, 1923; R.P.E. of Ontario; With the hydraulic
dept., Hydro-Elec. Power Comm. of Ont., aB follows: 1923-24, dftsmn., 1924-26, asst.
test engr.; 1927, mtce. engr., U.S.L. Battery Corp'n., Niagara Falls, N.Y., responsible
for all plant mtce. and install'n. of new equipm't. ; 1928-37, asst. mech. engr., Canadian
& General Finance Co., Toronto, Ont., superv'n., design of hydraulic and mech.
equipm't. for power house and constrn. mach.; 1938, acting chief mech. engr., San
Paulo Tramway, Light & Power Co., Brazil; 1939 to date, hydraulic engr. and asst.
mech engr., Canadian & General Finance Co., Toronto, Ont.
References: O. Holden, S. W. Black, J. J. Traill, A. W. F. McQueen, H. R. BrowneU.
THERIAULT— ANTONIN, Brigadier, C.B.E., of Artillery Park, Quebec. Born
at Rimouski, Que., May 10th, 1887; Educ: B.A.Sc, CE., M.E., Ecole Polytechnique,
1910; 1907-10 (summers), survey for the Dept. of National Defence, Ottawa; 1910-14,
survey and military engrg., Dept. of National Defence, Ottawa; 1914-18 (overseas);
1918-20, College of Science, Woolwich, England, grad. p.a.c and attached to Woolwich
Arsenal; With the Dominion Arsenal, Quebec, as follows: 1920-36, asst. supt., 1936-
40, supt., and 1940 to date, chief supt. of arsenals and office in Quebec
References: A. G. L. McNaughton, A. R. Décary, J. Ruddick, J.-E. St. Laurent,
A. Frigon, A. Larivière, A. Laframboise.
WALLACE— JOSEPH WILLIAM, of 23 Bannerman Ave., Winnipeg, Man. Born
at Ottawa, Ont., March 9th, 1895; Educ: 1920-24, Civil Engrg., Univ. of Manitoba;
1916-18, jr. concrete inspr., G.W.W.Dist., Winnipeg; 1920, rodman, Winnipeg Beach
Highway; 1921, concrete inspr., Pt. du Bois Power House and Man. Good Roads;
With the C.N.R., Winnipeg, as follows: 1924-31, asst. to res. engr., bridge dept.,
1931-40, in various capacities, track welding work; 1940-41, engrg. dept., God's Lake
Gold Mine; 1941-42 inspr., surveying and airfield constrn., civil aviation divn., Dept.
of Transport; 1942 to date, bldg. inspr., R.C.A.F. (Civil) No. 7, Air Observers'
School, Portage La Prairie, Man.
References: W. M. Scott, A. E. Macdon&ld, J. A. Macgillivray, C. V. Antenbring,
N. M. Hall.
WOODALL— GORDON, of Toronto, Ont. Born at Winnipeg, Man., Dec. 14th,
1917; Educ: B.A.Sc, Univ. of Toronto, 1941; 1941 to date, designing struct'l. engr.,
for E. A. Cross, consltg. struct'l. engr.
References: E. A. Cross, R. F. Legget, D. Shepherd, S. H. de Jong, E. R. Graydon.
FOR TRANSFER FROM STUDENT
CODD— PERCY, of Chatham, N.B. Born at Moose Jaw, Sask., June 5th, 1916;
Educ: B.Eng., Univ. of Sask., 1939; 1939-41, research assistant, Hudson Bay Mining
& Smelting Co.; 1941-42, 1st chemist, Defence Industries, Ltd.; at present U/T
Navigator "B", No. 10 A.O.S., Chatham, N.B., with rank of L.A.C (St. 1940)
References: I. M. Fraser, C. J. Mackenzie, R. A. Spencer, E. K. Phillips, W. E.
Lovell.
DRYNAN— DAVID ALAN, of 10 Anne Street, Peterborough, Ont. Born at
Winnipeg, Man., March 12th, 1914; Educ: B.Sc. (Elec), Univ. of Man.; with the
Can. Gen. Elec. Co. Ltd. as follows: 1935-36, test course, 1936-37, ind. motor engrg.
dept., 1937 to date, asst. switchgear engr., Peterborough, Ont. (St. 1936)
References: G. R. Langley, B. I. Burgess, D. V. Canning, V. S. Foster, W. M.
Cruthers.
DUNN— RUSSELL ARTHUR, of Toronto, Ont. Born at Montreal, June 14th,
1916. Educ: B.Eng., McGill Univ., 1938; Summers: 1936, Engrg. Road Materials;
1937,Con8olidated Mining & Smelting; With Canadian Liquid Air Co. Ltd., Toronto,
as follows: 1939-41, field engr., field supervisor, equipment installation, and 1941 to
date, asst. Manager, Ontario, i/o all process promotion outside technical operations
and rendering of service. (St. 1939)
References: F. W. Cooper, E. Brown, J. R. Stewart, C. S. Kane, A. Scott.
GAUTHIER— GASTON-C, of Saint-Joseph-de-Sorel, Que. Born at Montreal,
Que, May 18th, 1914; Educ: B.A.Sc, CE., Ecole Polytechnique, 1942; R.P.E.
Quebec; 1941 (summer), mining; 1942 to date, time study on prodn. for electrical
instlln. on ships, Marine Industries, Ltd., Sorel, Que. (St. 1939).
References: J. A. Lalonde, S. A. Beaulne, A. Circé.
LUSCOM BE— WILLIAM CHARLES MURRAY, of 154 Dover St., Arvida
Born at Sarnia, Ont., June 21st, 1914; Educ: B.Sc, Queen's Univ., 1941; 1938-40
(summers), H.E.P.C of Ont.; 1941-42, Canadian General Electric Co.; 1942-43,
shift engr. i/c rectifier station, and 1943 to date, mtce. engr., Arvida Works, Aluminum
Co. of Canada. (St. 1941).
References: D. M. Jemmett, D. S. Ellis, J. Cameron, A. L. Malby, A. T.
Cairncross.
PASQUET— PIERRE AUGUSTE, of Niagara Falls, Ont. Born at Geneva,
Switzerland, June 12th, 1918; Educ: B.Sc (Civil), Queen's Univ., 1942; 1939-41
(summers), highway constrn., Frontenac County, instr'man., airport constrn.,
McGinnis & O'Connor, and asst. engr., rainbow bridge, for Hagey & Gray, consltg.
engrs., Fort Erie; 1942 to date, designing engr., H. G. Acres & Co., Niagara Falls,
Ont. (St. 1941).
References: H. G. Acres, J. H. Ings, H. E. Barnett, D. S. Ellis, R. A. Low.
SCHWARTZ— HARRY H., of 2210 Dorchester St. W., Montreal, Que. Born at
Montreal, Oct. 31st, 1916; Educ: B.Eng. (Elec), McGill Univ., 1938; S.M., Mass.
Inst. Tech., 1942; 1938-41, design of radio receiver equipment, etc, Canadian Marconi
Co.; 1941-42, lab. asst., divn. of industrial co-operation, Mass. Inst. Tech.; 1942 to
date, design of radio equipment, Northern Electric Co. Ltd., Montreal, Que. (St. 1937.)
References: L. Schector, E. S. Kelsey, J. J. H. Miller, C. A. Peachey, L. A.
Duchastel.
SOLOMON— JULIUS DENISON, of 76 Proctor Blvd., Hamilton, Ont. Born at
Dartmouth, N.S., March 22nd, 1921; Educ: B.A.Sc. (Civil), Univ. of Toronto, 1942;
1940 (summer), ship's fitter, etc., Halifax Shipyards Ltd.; 1941 (summer), design and
drfting., and 1942 to date, development engr., on design of armoured fighting vehicles,
Hamilton Bridge Co. Ltd., Hamilton, Ont. (St. 1942).
References: W. P. Copp, H. R. Theakston, C. R. Young, R. F. Legget, H. J. A.
Chambers, W. S. MacNamara, L. S. MacDonald.
WOODFIELD— PERCY RAYMOND, of 65 Robert St., Ottawa, Ont. Born at
Winnipeg, Man., Nov. 12th, 1916; Educ: B.Sc. (Elec), Univ. of Man., 1939; 1936-38
(summers), helper mechanic and dftsman., Canadian Airways Ltd., Winnipeg; 1939
(summer), engrg. dept., City of Winnipeg; 1939-40, demonstrator, elec. machy. lab.,
Univ. of Man.; 1940-41, ap'tice, Canadian Westinghouse Co. Ltd., Hamilton, Ont.;
1941 to date, engr. officer, Flight-Lieut., R.C.A.F., Ottawa, Ont. (St. 1938).
References: E. P. Fetherstonhaugh, N. M. Hall, G. H. Herriot, A. Ferrier, G. Gould.
THE ENGINEERING JOURNAL December, 1943
711
Industrial News
EXPANSION JOINTS
Industrial development — new products — changes
in personnel — special events — trade literature
Dominion Rubber Co. Ltd., Montreal,
Que., have for distribution a 16-page cata-
logue describing the uses and general charac-
teristics of "Dominion Rubber Expansion
Joints" designed to avoid excess stresses due
to expansion, contraction or vibration in pipe
lines and miscellaneous mechanical' equip-
ment. Photographs of applications, cross-
section drawings, test charts and dimensional
tables are provided to make selection easy.
CONVEYERS
Mathews Conveyer Co. Ltd., Port Hope,
Ont., have issued a 32-page catalogue which
is a compendium of information relating to
materials handling in the brick, lumber and
building industries. Its contents include illus-
trations of complete conveyer sections, en-
larged and cut-away views, showing the
details of the construction of individual
rollers and wheels, also engineering drawings
of all principal structural members used in the
fabrication of the types of conveyers covered
in the catalogue. Field photos of construction
materials actually being handled in the con-
veyers provide an adequate idea of the capa-
city of this equipment to relieve manpower
and reduce materials handling costs.
HYDRAULIC PRESSES
Dominion Engineering Co. Ltd., Lachine,
Que., have issued a 12-page article describing
a new rapid-action self-contained hydraulic
press developed for wartime industries in
Canada. Since it employs oil as the pressure
medium the power unit is of special interest.
The operations for which the press is par-
ticularly adapted, namely, drawing, denting
and loading cartridge cases, are described in
some detail, as are also the methods of press
control.
MANUFACTURING RIGHTS
Through their office in London the Mee-
hanite Metal Corporation announces the
granting of manufacturing rights for Mee-
hanite castings to the Indian Hume Pipe
Company, Wadala, India.
RECENT APPOINTMENT
Mr. A. C. Lewis has been appointed vice-
president in charge of sales for Templeton
Kenly & Company, Ltd., Chicago, 111.
Mr. Lewis came to Canada in 1912 to open
the Canadian manufacturing plant of this
company, and after serving in World War 1
with the Canadians, he continued the distri-
bution of the company's Simplex jacks
through his own manufacturer's agency. A
decade later this firm was taken over by
Railway & Power Engineering Corp. Ltd.,
with Mr. Lewis as special sales representative.
In his new capacity Mr. Lewis will continue
contacts with Canadian distributors.
A. C. Lewis
POST-WAR RECONSTRUCTION
Coming at a time when fast-moving war
developments are focussing public attention
more and more upon post-war employment
prospects, the formation, here in Canada, of
the Heavy Industries Federation is an event
of unusual significance.
The Federation has been organized speci-
fically to blueprint maximum employment
through high levels of productivity in the
years that will follow Victory. It is a free and
voluntary effort on the part of industry to
provide machinery necessary to plan and
operate a programme of post-war economic
and social stabilization.
The Heavy Industries Federation has been
established in the belief that, despite the
driving demands of war, the time to plan for
post-war readjustment and rehabilitation is
now. It is industry's acknowledgment of the
fact that only by planning boldly and
effectively can a bridge be forged strong
enough and broad enough to carry the
national economy safely and smoothly
through the post-war period and set it upon
an unbroken road of peacetime economic
stability.
Estimates reveal that the ending of the war
will release more than 1,500,000 Canadian
men and women from war jobs in munitions
plants and in the armed services. Even allow-
ing for the maintenance of a peacetime
military establishment greater than that of
pre-war years and reckoning upon the return
to domestic life of many women war workers
and the retirement of many over-age men,
Canada must still be confronted with the
greatest employment problem in its history.
While it may well be argued that responsi-
bility for employing this great post-war army
of men and women should not fall entirely
upon industry, yet, if free enterprise is to
justify its continued existence, then industry
must shoulder a full share of this responsibility.
Organization of the Heavy Industries
Federation involves the establishment of a
central industrial committee, of regional
boards and of regional sub-committees for
research, field development and particularized
planning. The Federation will act as a clearing
house for all post-war projects involving the
capital goods industries. Contact is being
made with other agencies concerned with post-
war problems — industrial, governmental and
municipal — with a view to co-operation and
avoidance of duplication.
The activities of the Federation will be
keyed essentially to the objective of providing
jobs in private industry. Within this field it
will seek to set up mechanisms which will be
of real assistance to industry in the approach-
ing period of post-war readjustment.
Typical fields in which the central com-
mittee and its sub-committees will be con-
cerned will include the reconversion of war
plants and the conversion of government-
owned buildings to peacetime usage. It will
explore the possibilities of federal and muni-
cipal public works. It will seek to provide
guidance with regard to the disposal of surplus
stocks and salvage.
The organizers of the Heavy Industries
Federation acknowledge the magnitude and
difficulties of their task. They hope, however,
by securing the support of the Dominion's
leading industrial concerns, to develop a pro-
gramme which can contribute substantially
to the maintenance and development of a free
economy for Canada in the years that will
follow the war.
Endorsement of the Federation has already
been indicated by many important Canadian
industrial associations. Members of Federal
and Provincial Government Commissions
have already endorsed the tentative plans of
the Federation.
VARIABLE VOLTAGE PLANER DRIVE
Canadian Westinghouse Co. Ltd., Hamil-
ton, Ont., have issued a 12-page bulletin
which presents characteristics of the com-
pany's variable voltage planer drive and con-
trasts these with comparable characteristics
and performance of a constant voltage drive.
The illustrations show installations of variable
voltage planer drives and the design features
of their component mechanisms consisting of
a pendant push-button station, field rheostat,
limit switches, control panel, motor-generator
and drive motor.
CHANGE IN NAME
According to a recent announcement, Stay-
new Filter Corporation of Rochester, N.Y.,
will henceforth be known as Dollinger Cor-
poration. There is no change in the manage-
ment, financial organization or general policies
of the company.
FERROUS AND NON-FERROUS
RINGS
Dresser Manufacturing Company, Ltd.,
Toronto, Ont., have issued a 24-page cata-
logue, which describes and illustrates the
company's facilities and capacity for pro-
ducing large quantities of rings from ferrous
and non-ferrous metals. Twenty-two different
types of rings, flanges, bands or rims are
shown made by various methods including
cold formed, cold rolled, cold pressed, hot
formed, hot forged, and hot pressed.
PACKING SETS
Anchor Packing Co. Ltd., Montreal, Que.,
have issued a folder describing five types of
automatic pressure sealing packing sets, each
specifically fabricated according to the type
of service for which intended, including hy-
draulic, oil, air and gas, acids and alkalis,
and solvents. Included are diagrams showing
methods of measuring for and installing these
packings and a schedule of ring sizes.
GOODYEAR APPOINTMENT
Mr. A. E. Smith has been appointed man-
ager of mechanical rubber goods sales in the
prairie provinces for the Goodyear Tire &
Rubber Company of Canada, Ltd. Mr.
Smith's twenty-five years of service with
Goodyear have centred in and around Win-
nipeg and Fort William, and his duties will
now expand to cover Winnipeg, Regina, Sas-
katoon, Calgary and Edmonton territories.
A. E. Smith
712
December, 1943 THE ENGINEERING JOURNAL
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